At a recent transportation forum hosted by the New York Building Congress, New York City Transportation Commissioner, Polly Trottenberg, laid-out her agenda for the city’s streets. She said implementing Mayor de Blasio’s Vision Zero plan to reduce traffic fatalities remains the department’s first priority, but made clear that, under her leadership, the NYCDOT will be doing more than safety upgrades. Trottenberg praised her predecessor, Janette Sadik-Khan, for “cracking some eggs” and fighting for bike lanes, bikeshare, Select Bus Service, and pedestrian plazas when it was not politically popular to do so. She explained that Sadik-Khan’s commitment to these types of programs—and the Bloomberg administration’s ability to realize them—makes her job that much easier. The challenge now is keeping up with the demand for new public space. According to Trottenberg, the NYCDOT is actively pursuing ways to expand these initiatives around the city—especially farther out into the boroughs. The department's wildly popular pedestrian plazas, though, could be more difficult to implement outside of Manhattan and hotspots in Brooklyn. In places like Times Square and Herald Square, explained Trottenberg, the plazas' construction and maintenance can be supported by Business Improvement Districts (BIDs) and deep-pocketed interests. This type of financial backing may be harder to secure in more middle-class and working-class neighborhoods. But while the most high-profile plazas are in Manhattan, this program has already been successfully implemented in parts of the Bronx, Brooklyn, and Queens. The commissioner also expressed support for congestion pricing, but did not explicitly endorse any plan. When asked about recent polling on the issue—which found modest support for the idea—she dismissed the numbers outright, saying poll respondents will always say "no" when asked about paying more for something. For congestion pricing to happen, she said, it will take politicians who can see past the politics. “If you’re waiting for a magical poll where people say, ‘yes, I’ll pay,’ it’s not going to happen,” she said. While Sadik-Khan broke significant ground on New York’s public space—physically and metaphorically—continuing to change the streetscape will not be easy. “We make things in New York very complicated,” said Trottenberg. A big reason for that is what she called the “Byzantine nature” of how the city’s infrastructure is divvied up between agencies and jurisdictions. It can be difficult, even for her, to know who oversees what road or bridge, and why exactly that is. Still, the city is in a much better place to make the case for public space than it was just a few years ago, back during the infamous bike lane wars of 2011. Mayor Bloomberg and Commissioner Sadik-Khan blazed the path, and now their successors seem intent to pave it forward.
Posts tagged with "Janette Sadik-Khan":
[beforeafter] [/beforeafter] New York City has been adjusting to its new Mayor Bill De Blasio, who took office at the beginning of the year. The new mayor has been slowly revealing his team of commissioners who will guide the city's continued transformation. As AN has noted many times before, De Blasio's predecessor Michael Bloomberg and his team already left a giant mark on New York's built environment. With little more than paint, planters, and a few well-placed boulders, Bloomberg and former Transportation Commissioner Janette Sadik-Khan's street interventions have been some of the most evident changes around the city. Whether it's at Brooklyn's Grand Army Plaza, above, or at Snøhetta's redesigned Times Square, these road diets shaved off excess space previously turned over to cars and returned it to the pedestrian realm in dramatic fashion as these before-and-after views demonstrate. As we continue to learn more about our new Transportation Commissioner Polly Trottenberg, take a look back at 25 of the most exciting road diets and pedestrian plaza conversions across New York City from the Bloomberg era. [beforeafter][/beforeafter] Location: Allen and Pike Streets in the Lower East Side. [beforeafter][/beforeafter] Location: Holland Tunnel Area. [beforeafter][/beforeafter] Location: St. Nicholas Avenue & Amsterdam Avenue. [beforeafter][/beforeafter] Location: Allen and Pike Street in the Lower East Side. [beforeafter][/beforeafter] Location: Harlem River Park Gateway. [beforeafter][/beforeafter] Location: Herald Square. [beforeafter][/beforeafter] Location: Harlem River Park Gateway. [beforeafter] [/beforeafter] Location: Broadway at Times Square. [beforeafter][/beforeafter] Location: 12th Avenue West at 135th Street. [beforeafter][/beforeafter] Location: Holland Tunnel Area. [beforeafter][/beforeafter] Location: Louis Nine Boulevard. [beforeafter][/beforeafter] [beforeafter][/beforeafter] Location: Delancey Street in the Lower East Side. [beforeafter][/beforeafter] Location: Prospect Park West. [beforeafter][/beforeafter] Location: Broadway at Times Square. [beforeafter][/beforeafter] Location: Broadway & West 71st Street. [beforeafter][/beforeafter] Location: Union Square. [beforeafter][/beforeafter] Location: Columbus Avenue. [beforeafter][/beforeafter] Location: Union Square. [beforeafter][/beforeafter] Location: Water and Whitehall Streets. [beforeafter][/beforeafter] Location: Union Square. [beforeafter][/beforeafter] Location: Randall and Leggett Ave. [beforeafter][/beforeafter] Location: Grand Army Plaza at the entrance to Brooklyn's Prospect Park. [beforeafter][/beforeafter] Location: Hoyt Avenue at the RFK Bridge. All photos courtesy New York City Department of Transportation.
For the past five years under the leadership of Janette Sadik-Khan, the New York City Department of Transportation (NYCDOT) has re-appropriated underused street space as public plazas for pedestrians. The Bloomberg Administration–initiated projects have been well received in neighborhoods like Herald Square and Tribeca; however, some of the less affluent neighborhoods who would like to have a plaza have been hindered by the cost. Each plaza is sponsored by local businesses and fundraising for construction and regular maintenance can seem a daunting task. Until now. Recently, the Wall Street Journal reported that NYCDOT launched a plaza assistance program for neighborhoods currently inhibited by the space's price tags. Instituted after an $800,000 grant acquisition from J.P. Morgan Chase, the program will give financial instruction to local sponsor groups and provide maintenance workers at subsidized costs. Expanding the current program into the Neighborhood Plaza Partnership, a collaborative effort by NYCDOT and the Horticulture Society of New York, will allow public plaza initiatives to reach lower-income areas of the city. Although the current program creates plazas of inexpensive materials chosen by their communities’ budgets, partially alleviating sponsors of the continued cost of care will encourage more hosts to apply. “We can’t have a public space program that’s only in areas that have the financial resources to do it,” commented NYCDOT Commissioner Janette Sadik-Khan in a press conference about the expansion at Corona’s Plaza in Queens. “It can’t be only in areas with a business improvement district. We actually have to have a public space program that works in every single community.”
Chicago’s bike-for-rent made its test premiere during the annual “Bike the Drive” event on the Windy City’s Lake Shore thoroughfare Sunday, and Wednesday opened the new service for membership sign-ups. Chicago’s Department of Transportation unveiled its bike share plans in April, tapping Portland, OR–based Alta Bicycle Share, which also runs New York and DC’s bike-share programs, to roll out 400 stations and about 4,000 three-speed “Chicago Blue” bicycles across the city. “Divvy,” as the Chicago program is called, recently released a map of planned stations, 75 of which the city said will be online by the end of June. But Chicago's four-wheeled share service also saw big news this week, when car rental giant Enterprise bought local nonprofit I-GO, a car-share program launched 10 years ago by the Center for Neighborhood Technology. Meanwhile Memorial Day marked the official debut of New York City’s bike-share, with more than 6,000 trips logged in a matter of hours.
Are you a @citibikenyc Annual Member? Check out the video on how it works: vimeo.com/67075897 #bikenyc — NYC DOT (@NYC_DOT) May 28, 2013This video from StreetFilms captured the media frenzy, as well as testimonials from the likes of Mayor Michael R. Bloomberg (who mounted but did not ride a bike) and musician David Byrne:
It's finally here! Well, in a few more excruciating days, New Yorkers will be able to hop on a bright blue City Bike and cruise through the city (or at least those 12,000 or so founding members, the rest of us will have to wait one more week). While some locals haven't taken to the alien bike docking stations popping up on city streets quite yet, it appears that the vast majority of the city is ready to roll. With the docking stations in place, crews are now distributing bikes. According to a tweet from the NYC DOT this afternoon, some 850 bikes have already been docked around the city, and Transportation Commissioner Janette Sadik-Khan and a few of the bike share team took the opportunity to pose on some of the bikes today. The official opening day is May 27.
New York City Department of Transportation (NYC DOT) Commissioner Janette Sadik-Kahn unveiled Blotto today, a temporary installation by Atlanta/New York City-based artist John Morse meant to raise awareness about the dangers of drinking and driving. The artwork, which was inspired by ink-blot tests and depicts two cars crashing into a martini glass, has been placed in more than 100 phone kiosks in locations in Queens, Brooklyn, and the Bronx with high concentrations of drunk driving collisions. The installation is part of NYC DOT's ongoing campaign to curb instances of driving while intoxicated, which has contributed to at least 46 deaths in New York City streets and led to more than 19,000 arrests in the past two years alone. "We're using creative imagery to help motorists recognize there is no room for interpretation when it comes to drinking and driving," said commissioner Sadik-Kahn in a statement. "Drunken driving is reckless driving and when motorists raise a glass, it's the lives of other New Yorkers they have in their hands." The installation will be on view until June 17. AN publisher Diana Darling lost her sister, Teresa Wallace (age 36), nephew, Rhea Wallace (age 6), and niece, Kenzi Wallace (age 3 months), when they were killed by a drunk driver in July 1996 in Dallas, Texas. Ms. Darling supports Mothers Against Drunk Driving and any other initiative that seeks to stop drunk drivers.
The big biking news this week is that the first phase of New York City's Citi Bike bike share system will finally launch on May 27th to program members (and to everyone else the next week), and New Yorkers' enthusiasm (and a little controversy) is mounting. Some New Yorkers, over 8,000 according to Transportation Commissioner Sadik-Kahn (with more than 4,000 of them in the first 24 hours), could not wait to start pedaling and have already signed up for annual memberships. Meanwhile, malcontents from across the City have spoken up in attempts to stop Citi Bike from rolling onto their blocks. Following initial delays from a malfunctioning electronic system, last fall's Hurricane Sandy caused damage to some of the docking stations stored at the Brooklyn Navy Yard, forcing the DOT to delay and downsize the first phase of the program from 420 stations to 330 around Brooklyn and Manhattan. Once the second and third phases are rolled out, however, there will be a total of 600 stations and 10,000 bikes available throughout New York City, rounding out what will be North America’s largest bike share system. Not only will the system provide healthy transportation alternatives for thousands of New Yorkers, but it will also create 170 jobs and generate $36 million in economic activity annually, the NYC DOT claimed in a press release. Despite general enthusiam for the program, a few disgruntled citizens have been stirring up controversy throughout City. One outspoken Fort Greene resident recently pasted fliers on newly installed docking stations, claiming that Citi Bank advertising and commercial activity have no place landmarked residential blocks. In nearby Brooklyn Heights, the co-op at 150 Joralemon Street is bringing a lawsuit to the DOT for blocking their garbage collection. Meanwhile in TriBeCa, the New York Post reported that a lone restaurateur held a street-side sit-in to protest the installation of a bike station in front of his French Bistro. In the West Village, a co-op on Bank Street filed suit against the City after a station was installed directly in front of its entrance, citing it as a threat to public safety. While the suit was dropped, part of the bike rack was removed and replaced by a mysterious, massive stone bollard, WNYC reported. City Comptroller John Liu has also raised safety concerns, arguing for mandatory helmet laws in a press release. Liu also raised the issue that the bike share program could result in an increase of legal claims against the City, but overall, his message was positive. Bike advocates have been shooting down criticism of the program through social media, and the Brooklyn Spoke blog launched the tongue-in-cheek Bike Share Criticism Challenge taking aim at the most common criticisms. During the first week of operation, only those with a 95$ annual membership will be able to ride, but by June 2 daily and weekly passes will also be available. Check the station map to find the bike share station nearest you, and the price guide to see you’re your ride is going to cost you.
With only 75 weeks left in New York Mayor Michael Bloomberg's administration, cyclists the city over will inevitably be concerned about the next mayor's stance on bike lanes and street designs lest initiatives put in place under Bloomberg fall from grace. One need only to recall Marty Markowitz's parodic tricycle stunts poking fun at bike lanes or former NYC DOT commissioner Iris Weinshall's efforts to remove a protected bike lane from Brooklyn's Prospect Park West to realize that the concern is not unfounded. At yesterday’s regularly-scheduled City Planning review session, former Bogotá Parks Commissioner Gil Penalosa was invited to give a pep talk, placing a particular emphasis on bike lanes. He warned an audience filled with commissioners and planning staff that as the weeks wind down before the mayor leaves office, they'd better get cracking at PR and permanence: the public needs to become even more familiar with the bike network and the infrastructure needs to become permanent—and striped bike lanes won't cut it! Penalosa now runs the Toronto-based non-profit 8-80 Cities, which espouses the philosophy that if a city is safe for 8-year-olds and 80-year-olds then it will be safe for all citizens. While the philosophy is applied to sidewalks as much as bike lanes, it is particularly interesting when applied to the great strides made in New York's bike network under current DOT Commissioner Janette Sadik-Khan. Take 8th or 9th avenues in recent years as an example. You might not be too concerned if your kid or grandma pedaled along the green-painted, protected bike lanes in Chelsea, where the lanes runs between the sidewalk and a planted median, and is further buffered from car traffic by parked cars. But moving toward Midtown, the street shifts and bike are moved into narrower striped bike lanes or sharrowed streets at the Port Authority Bus Terminal with no separated bike lane at all. Fortunately in this case, the city recently announced that 8th and 9th avenues will be treated with protected bike lanes between 34th Street and Columbus Circle, filling in the missing teeth. Clearly some of Sadik-Khan's surgical approaches to curb traffic, increase safety, and make way for pedestrians and cyclists are working their way toward permanence, with Snøhetta's Times Square redesign being most extraordinary example. But Penalosa warned that an incremental approach to building a bike network is like the city building a soccer field in phases: We'll put up one field goal this year, then part of the field next year, and hopefully we'll get to the other goal before the next administration decides its a waste of money and abandons the plan. And with the city's 10,000-bike-strong Citi Bike bike-share system to be launched as soon as August, a complete bike network will be more important than ever. Penalosa said that the bike network as it stands is a very substantial start that has opened people's eyes. Cities the world over are pointing to New York's plan as an example, and some, like Chicago, are taking it even further. But he noted that without a network of protected bike lanes and lower traffic speeds, bike infrastructure will struggle to reach its full capacity beyond those who are already established cyclists. If the city wants to coax more people into the system, Penalosa said, then they need to feel safe. So, could all of New York's bike lanes be erased? While it seems unlikely today, one only needs to look to Penalosa's home base in Toronto where several pro-environment mayoral candidates on the left couldn't get their act together to protect strides made by former Mayor David Miller. The conservative candidate Rob Ford won the mayoral election promising to end the "war on cars" brought about by increased cycling. "Not even in his wildest nightmares did Miller think that Rob Ford would be elected," Penalosa said by phone from Toronto. "There's a point when the stars are aligned, when you have the right mayor and the right politicians, but you never know if the next mayor is going to be the same."
Beginning this July, thousands of bright-blue Citibikes will begin swarming the streets of Manhattan and eventually Brooklyn and Long Island City, Queens. Mayor Michael Bloomberg and NYCDOT Commissioner Janette Sadik-Khan made the formal announcement today that Citibank has signed on as the official sponsor for the city's new bike share system. Ten thousand Citibikes located across 600 stations will be deployed across the city over the following year, making the system the largest in the United States. Citibank has committed $41 million over the next five years to jumpstart the program, with MasterCard chipping in another $6.5 million, meaning no public money will be required to launch the system. "We're getting an entirely new transportation network without spending any taxpayer money," Bloomberg said. "Who thought that could be done?" An annual pass for the system will cost $95.00, with weekly passes at $25.00 and daily passes $9.95. A map of official station locations will be released soon and additional information can be found on the Citibike web site.
Last night was a night of tough decisions. ArchNewsNow threw its tenth anniversary party at the Center for Architecture and DOT Commissioner Janette Sadik-Khan gave the Mumford Lecture at City College—on opposite ends of town at the same time. Impossible to do both, our Publisher Diana Darling partied down with ArchNewsNow and we headed for the Mumford Lecture, sending hearty congratulations to ArchNews editor Kristen Richards. Despite missing the party, the trip Uptown was well worth it... The event got off to a slightly late start. City College's urban design director, Professor Michael Sorkin couldn’t resist announcing that the transportation commissioner was stuck in traffic. Like so many Sadik-Khan events, high-ranking officials, like City Planning Commissioner Amanda Burden, sat alongside bike-helmet-in-hand supporters. “She has reimagined our streets as places rather than appliances,” Sorkin said by way of introduction. At the podium Sadik-Khan was her usual irreverent and direct self, giving more of a presentation than a hard-core academic lecture. She tossed off casual tidbits of advice to students (practicing judo with your boss is a good way to release inter-office tension—she practiced with a former boss, not her current one). At another point when an audience member asked about the city’s plans for public restrooms she deadpanned, “Starbucks.” But on the subject of safety she was dead serious. She said that until the current administration, “Our streets were looked at through a 1950s ethos” of a car-centric culture. “We’re one of the premier walking cities but it's often dangerous to walk," she said. The commissioner quoted Mumford who called car accidents a “ritual sacrifice in worship of speed.” Though fatalities in the city are at their lowest level in 40 years, she still sees a need for more “retrofits" of the streetscape. To that end the DOT is developing wayfinding signage for pedestrians that will be launched next year. The commissioner concluded by pegging sustainability to safety: “We can't get people on bikes unless they feel safe.”
To hell with what Pennsylvania groundhog Punxsutawney Phil says about there being six more weeks of winter; if you want a true harbinger of spring, head over the Center for Architecture for a last chance to check out the “Two Wheel Transit” show mounted by the DEP for their bike share program that going to be launched in the spring. The show teases out some of the details of the plan that will add rentable public bikes to the New York City's transit options. The exhibit closes this Saturday, but if you don’t make it over in time, you can go to one of the community bike share workshops that begin on Monday. The first meeting will be held at 25 Carmine Street. The workshops will give New Yorkers a chance to comment on where to put the 600 bike stations. Some of the concerns about the stations crowding already crowded sidewalks, was addressed by DOT Commissioner Janette Sadik-Khan at the show’s opening. She said the department will be looking at placing them atop subway grating, in privately owned pubic spaces, and near major subway hubs. A crowd sourcing program on the department’s website has already received over 7000 suggestions—including one fan from Portland Oregon who wants a station placed there. The commissioner said that the DOT is also developing an app that will allow bike share users to find a station nearest them, as well as the number of bikes that may or may not be available. With 70 percent of New Yorkers approving the plan, the app will come in handy as certain stations may be prove too popular to keep bikes on hand. “It’s the right fit, for the right city, at the right time,” said Sadik-Khan.