About 80 percent of New York City’s street curbs are not in line with federal standards for the disabled, as first reported by DNAinfo.

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,

Today Mayor Bill de Blasio announced a slate of shovel-ready or in-progress projects meant to move the city ever closer to its Vision Zero goals. The program, designed to dramatically reduce traffic fatalities through speed limit reductions and streetscape improvements, is now in its fourth year. So what is getting done? According to the Mayor's office, the city is breaking ground on wider sidewalks, more protected bike lanes, new crosswalks, and medians on busy roadways large enough for pedestrians to take refuge. The improvements, part of a five-year, $1.6 billion initiative, will target dozens of projects in the five boroughs. “Dangerous streets have to change,” said Mayor de Blasio, in a prepared statement.  “We want to get the word out: we’re moving lanes, adding new space for pedestrians and making it safer to cross intersections—all to keep your family safe. These changes have helped make each of the last three years under Vision Zero safer than the last.” The city says existing Vision Zero improvements have lead to eight fewer lives lost in the first quarter of 2017 compared to the same period last year. Still, New York has a way to go towards zero fatalities—40 people have died in traffic-related incidents so far this year Here are a few highlights from the improvements planned so far for this year: In Brooklyn, along Borinquen Place, South 4th, and South 5th streets, this summer city will enhance pedestrian and bike access to the Williamsburg Bridge in advance of the 15-month L train shutdown. The Brooklyn Bridge, meanwhile, is a commuter cyclist's special hell. The Department of Transportation (DOT) is widening pedestrian-bike entrances at Tillary Street to allow seamless coexistence between selfie-snapping, Citibiking tourists and New Yorkers who are just trying to go somewhere. Plans will add 50 trees and better crosswalks; improvements are underway and are expected to be complete this summer. (President Trump's proposed budget cuts, however, could jeopardize funding for this project.) On the Manhattan side, a "sister project" to the one on Tillary Street will improve bike and pedestrian access, while riders will enjoy a two-way protected bike lane in front of City Hall by this spring. By this summer, cyclists and walkers in Mott Haven will have easier access to the Madison Avenue Bridge, the slice of roadway that connects 138th Street in the Bronx to Manhattan. Over in Queens, two new Select Bus Service routes and safety improvements to Woodhaven and Cross Bay boulevards build on similar efforts to boost the pedestrian experience along Queens Boulevard. In notoriously car-dependent Staten Island, the city will add five miles of bicycle lanes to connect the North Shore neighborhoods of Tompkinsville, Stapleton, Concord and Park Hill. For residents and visitors, bike connections to the ferry terminal in St. George are coming online this summer.

In two public plazas this month, the New York City Department of Transportation (DOT) is using art to showcase the women who weld steel, wire trains, and paint bridges, all in honor of Women's History Month.

The agency partnered with Jobs to Move America to present Women Can Build, a narrative exhibition at two DOT plazas in Manhattan's Financial District. Featuring Deanne Fitzmaurice's photography, the series portrays 16 "Modern Rosies," women who supervise electric work, clean up worksites, and manufacture the rail cars that move the city. While highlighting progress and opportunity, the sunny side of work, the photos and accompanying text from the subjects call attention to the gender discrimination that prevents women, particularly women of color, from achieving equity in the workplace. For historical continuity, the exhibition, organized by the NYC DOT Art program, includes vintage images of WWII-era women factory workers borrowed from the Library of Congress.

To address gender equity and meet the construction and building trades industries' demand for skilled workers, Women Can Build calls on companies to provide opportunities for women via partnerships with labor unions and community organizations devoted to workforce development.

Jobs to Move America, a national organization devoted to fiscally responsible transit development, started the project in 2015. "It is more important than ever for us to ensure women have good jobs and supportive work environments," said Madeline Janis, the organization's executive director, in a DOT press release.  "Our aim with this show is to influence global manufacturers to hire, train and retain more women in their factories."

“DOT Art’s Art Display Case and the Jobs to Move America program together provide ideal 'canvases' to showcase the critical work that women in transportation do," added NYC DOT Commissioner Polly Trottenberg. "From Emily Roebling's management of the completion of the Brooklyn Bridge to here at DOT, where three successive women Commissioners have led the agency since 1999, New York's women have played a significant role in advancing our transportation. I am excited that New Yorkers will learn even more about the invaluable contribution women make to transportation—in a fun, engaging and compelling way.”

Women Can Build is on view through May 15 at the DOT's art display cases in Manhattan at Water Street and Gouverneur Lane and at the corner of Water Street and Pearl Street.

"The Hub," in the Bronx neighborhood of Mott Haven, couldn't be better named: it's the center of commercial activity in the South Bronx, and one of the busiest intersections in the city. As its dense avenues are packed with shoppers and commuters, the city moved to expand and improve Roberto Clemente Plaza, a public space that's a respite from the hectic nearby streets. In 2008, the NYC Department of Transportation (NYCDOT) upgraded streets and public space in the area, improving walkability with 15,000 additional square feet of sidewalks, pedestrian islands, and streets partially reclaimed for pedestrians. As part of these improvements, the NYCDOT remade Roberto Clemente Plaza, at Third Avenue and 149th Street. Extra street space was repurposed into a temporary pedestrian plaza with the addition of paint, planters, and gravel. In 2010, NYCDOT passed the torch to the NYC Department of Design & Construction (DDC) Design Excellence Program to create a permanent Roberto Clemente Plaza. The DDC partnered with Brooklyn-based Garrison Architects to design the plaza. Renderings show a curved green strip, lined with benches, that lets plaza visitors take in the streetscape. It's been over two years, however, since the project with an 18 month timeline began, and there's no firm end date in sight. The DDC estimates that construction will last through 2017 (though its website says construction will be complete by August 2016). Neighbors are furious. The constant construction has caused declining revenues for businesses bordering the plaza, and the ever-present construction equipment is an eyesore, residents and business owners claim. In conversation with Streetsblog, Third Avenue BID Director Steven Fish summed up the community's attitude towards the project. “General consensus is that this is a hellhole and there’s no end in sight.” The DDC claims to be "working diligently" with the contractor to minimize further delays.