Search results for "New York City Department of Transportation"
Flatiron holiday installation provides festive respite from the city
Institute for Public Architecture’s Fall Fête to honor Michael Murphy, Rosalie Genevro, and Janette Sadik-Khan
$243 million later, NYC’s Department of Transportation still fails to meet ADA regulations for street curbs
A recent study by a federal court monitor revealed that even after $243 million in taxpayer funds over the last 15 years were allocated to build curb cuts, the city failed to keep them up to the Americans With Disabilities (ADA) regulations. Curb cut, or curb ramp, is the term for a ramp created by grading down a sidewalk to meet the surface of the adjoining street.
There are 116,530 ramps across the city; some were built to ADA standards but never maintained while around 4,431 curbs were simply built without ramps.
Special Master Robert L. Burgdorf, who is also the original author of the ADA Act of 1990, blamed the city’s 2002 settlement with the Eastern Paralyzed Veterans Association. In a report he submitted to federal court, he noted that the settlement did not set up any timelines for building curb cuts, nor did it require ADA compliance for curb cuts.
“It is quite plausible that the 2002 stipulation may actually have slowed down progress in achieving accessibility of the curb ramps of New York City,” he wrote in the report.
According to Burgdorf, the city only built 198 ramps in 2016, down from 6,667 ramps in 2002.
The Department of Transportation (DOT) responded by saying it increased the budget—$800 million over the next 10 years—for inspection and construction of these ramps. “As the nation’s largest municipal transportation agency, NYC DOT takes its responsibilities under the Americans with Disabilities Act (ADA) very seriously,” Scott Gastel, a DOT spokesperson, said to DNAinfo.
Burgdorf’s report recommended that the city survey all curbs within 90 days, install ADA-compliant ramps for the curbs without them in five years, and repair all of the noncompliant ramps within eight years. However, city officials estimate that it could take another 20 years before all curbs are brought up to standard,
New York City streets are a decadent mass of pedestrians, cabs, delivery trucks, and the crosstown bus, all scooting somewhere quickly. But even as rideshare apps are pushing more cars on the pavement, there's one green and steadfast transit option that's seeing a surprising surge in popularity.
Right now, the city's streets host 450,000 bike rides per day, an increase of 280,00 trips from 2005. To meet accelerating demand, the New York City Department of Transportation (DOT) promised on Monday to add 50 miles of painted bike lanes and ten miles of protected paths each year.
Over the last decade, New York has seen an explosion of bike infrastructure. Crain's reports that cyclists now cruise over 1,133 miles of bike lanes, up from a little over 500 miles in 2006. Of those, around 40 percent are shielded from automobiles by concrete or other physical barriers. These are the gold-standard tracks because of the protection they provide relative to painted paths.
But even this relatively robust network can't stop bike fatalities. Nine in ten cyclists killed while riding are killed outside of bike lanes. In response, the DOT plans to ramp up safety efforts in three Queens and seven Brooklyn neighborhoods where many bike fatalities and injuries occur.
Still, officials are optimistic that bikesharing, which was introduced only four years ago, will become further enmeshed in New York's urban fabric. City Councilmember Ydanis Rodríguez, who represents Upper Manhattan and serves on the council's transportation committee, would like to one day see free transfers between Citi Bike, the city's bikeshare system, and the MTA. (An annual Citi Bike membership costs $163.) Citi Bike broke ridership records with more than 70,000 riders on one day in June of this year, while last year, the system logged more than 14 million rides.
Despite their low cost relative to cars, and emissions-free crunchy-green aura that renders bicycles anodyne in most quarters, New Yorkers haven't embraced bike culture universally. On the Upper East Side last year, residents objected to bike lanes near a school, worried that speeding cyclists could mow down young ones. Though those crosstown lanes were ultimately approved, out in Corona, Queens, longtime Community Board 4 member (and unrepentant xenophobe) Ann Pfoser Darby called bike lanes in her neighborhood a waste of money, claiming they would be empty after President Trump deported the area's undocumented immigrants.
Elon Musk says N.Y.-D.C. Hyperloop has government approval
His series of tweets indicate that while The Boring Company, the infrastructure and tunneling company that Musk founded, received “verbal” government approval, there are still steps to be made before getting formal approval. If the project is actually approved, construction will begin in conjunction with the company’s other talked-about project: underground tunnels in L.A. that aim to relieve vehicular congestion.
Just received verbal govt approval for The Boring Company to build an underground NY-Phil-Balt-DC Hyperloop. NY-DC in 29 mins.— Elon Musk (@elonmusk) July 20, 2017
Musk is already plotting future connections elsewhere, too. One of his follow-up tweets reveals that the next Hyperloop would likely be an L.A-San Francisco track, and maybe even a Texas loop (Dallas-Houston-San Antonio-Austin).
A Hyperloop in the Northeast Corridor could do wonders for the deteriorating rail infrastructure at New York’s Pennsylvania Station, which has resulted in a “summer of hell.” Right now, a regular Amtrak train between New York and Washington D.C takes approximately three and a half hours; the same trip is two-and-a-half on the Acela Express. With a Hyperloop, however, it will only take 29 minutes.
For sure. First set of tunnels are to alleviate greater LA urban congestion. Will start NY-DC in parallel. Then prob LA-SF and a TX loop.— Elon Musk (@elonmusk) July 20, 2017
Apparently, local officials in charge of the cities involved were not looped into the conversation; New York City Mayor Bill de Blasio’s press secretary tweeted that “this is news to City Hall.”
It’s unclear who Musk received this verbal approval from, though it is likely someone from the Trump administration (where he briefly served as one of President Trump’s advisors), according to CNBC. It will take numerous hurdles before Musk can even begin drilling a hole; he would need approval from the federal Department of Transportation, not to mention the various states, counties, cities, and elected officials.
The entirety of what we know about this proposal is what's in Mr. Musk's Tweet. That is not how we evaluate projects of any scale. https://t.co/kcJR17SMCs— Eric Phillips (@EricFPhillips) July 20, 2017