Last week, Atlanta’s Mayor Keisha Lance Bottoms announced the city will be setting up its first-ever transportation department. As one of the largest municipalities in the United States and one with debilitating congestion issues, this is a huge step in bringing more equitable mobility for Atlanta locals. The move is part of the mayor’s One Atlanta agenda, which aims to advance equity, diversity, and inclusion through the creation of a safe and welcoming city with world-class infrastructure, services, employment opportunities, and more. She aims to build a better-connected city through the new DOT, which will oversee the management of Atlanta’s 1,500 miles of streets, as well as its sidewalks and bike lanes. The agency will consolidate the road construction and repair efforts of the City’s Department of Public Works along with the planning department’s Office of Mobility. Capital roadway projects that are currently part of the city’s infrastructure investment program will also be integrated into the new DOT’s list of duties. Janette Sadik-Khan, former head of New York’s DOT and transportation official at Bloomberg Associates, will advise Atlanta in the creation of its own office. “A city’s success begins with its streets, and a dedicated department is critical to putting the transportation pieces together,” she said in a statement. “Atlanta has an unprecedented opportunity to change course on transportation, and Mayor Bottoms is showing the strong leadership that a city needs not to just grow but to make real progress for Atlantans.” The Atlanta Regional Commission estimates the metro region—which consists of nine Georgian counties and 5.8 million people—will increase in population by 2.5 million before 2040. While many working-class families in Atlanta rely on the city’s public transit services, including the MARTA system, it’s still a car-ridden town and organized offices such as the new DOT are expected to boost the region’s connectivity and help with long-term planning. Last December, Mayor Bottoms released Atlanta’s new transportation plan that will concurrently guide the future expansion of the city’s transportation services, increase its access and affordability, and help diminish Atlanta's overall dependency on cars.
Posts tagged with "traffic":
Yesterday, ride service company Uber launched its new website, Movement, which can be used to study traffic patterns and speeds across cities, as well as compare average trip times across certain points. Movement’s data is be aggregated from Uber drivers' smartphones, which use accelerometers and global positioning technology. Although not yet open to the general public, the website’s current disclosure explains Uber’s underlying purpose: “Over the past six and a half years, we’ve learned a lot about the future of urban mobility and what it means for cities and the people who live in them. We’ve gotten consistent feedback from cities we partner with that access to our aggregated data will inform decisions about how to adapt existing infrastructure and invest in future solutions to make our cities more efficient. We hope Uber Movement can play a role in helping cities grow in a way that works for everyone.” Case studies can currently be found on the website, including insights from other cities and feedback from Uber’s early partners in Washington, D.C., and Sydney. Once it's eventually open to all, Movement aims to meet the needs of various users. City officials can access detailed information that could be used for road improvements, major events, and new transit lines. Movement also intends to provide planners and policymakers with data for decision-making surrounding future infrastructure investments. In some ways, Movement seems to be Uber’s peace offering to cities. According to The New York Times, the company hopes access to its data will persuade city planners to consider the company as part of urban development and transit systems for future city planning. Uber has its critics, though. In the Fast Company article, “Here’s a fresh reminder how Uber and other gig-economy giants use data to get their way with cities,” Ruth Reader reports that giants such as Uber and Airbnb seem to be using their data resources as “means to quell anxious officials.” While receiving much-needed data and resources, she contends, city planners surrender the upper hand to gig-economy enterprises. Hopefully, the future of Movement will bring truth to the words on its home page, “Let’s find smarter ways forward,” and a long-awaited middle-ground between these companies and the cities will be reached. You can visit Movement's website here.
The Riverside Galleria, a retail complex penned to sit alongside Arthur Kill Road in Staten Island, has been given a traffic plan that developers say will prevent backups and delays. Boasting a waterfront promenade, numerous green roofs, a multiplex cinema, restaurants, and cafes with outdoor terraces and retail outlets, the Riverside Galleria has been designed by Manhattan-based firm, STUDIO V Architecture, backed by developer Melohn Properties Inc.
The complex will occupy 457,000 square feet on 21 acres by the bank of the Arthur Kill straight between Staten Island and New Jersey, lying just below the Outerbridge Crossing. Traffic plans, now submitted with the project, propose three new roads to ease congestion. "We only have 600-feet of frontage on Arthur Kill Road. The solution we have come up with, which we think will pull any type of traffic congestion off Arthur Kill Road, is to create a (network) of new streets that are connecting the two edges of our property where they touch Arthur Kill Road," said the lead architect of the project, Nathaniel Zuelzke of STUDIO V Architecture.
https://www.youtube.com/watch?v=tleRCuj3h3U "We have about 2,330 odd linear feet of new road that form a U-shape, and our project will front primarily onto these new roads, as well as a small section of Arthur Kill Road where we are keeping the Cole House," he continued, adding that he plans for 300-foot-long lanes to be used for turning into the proposed road network. "This will ensure there is no traffic backup on Arthur Kill Road, and will allow the existing two lanes to continue moving smoothly," Zuelzke added. Aside from easing traffic, parking is also on the agenda, with parking for more than 1,700 vehicles currently being planned. James Prendamano, managing director of Casandra Properties who are the schemes leasing agents said, "STUDIO V has essentially built a park within the parking garage. They cut out retail above it and will have trees and greenery that will grow up from underneath in the parking through the first level of retail up into the center court," said James Prendamano, managing director of Casandra Properties, leasing agents for the project. Resiliency too has been factored into the design, especially with the center court area. "The Center Court will span from the lowest parking level to the street level to the upper level," said Zuelzke. "It will be landscaped and will be part of the site's storm water strategy, helping collect water and heavy rains, and bring that back to the landscape in a very controlled manner." Additionally, ten acres of wetland area will be preserved to act as a natural barrier, while esplanades will join observation areas where the public can look over the wetlands. "I think the waterfront aspect is one of the most exciting aspects of the project. We also have an area we are calling the beach where you can really get down to the water itself, and we have an overlook deck with a view to the Outerbridge,said Zuelzke. The wetlands won't be the only space protected by the project either. The 19th-century Cole House in the vicinity is not landmarked, but STUDIO V has drafted plans presented to locals of the house serving as a meeting place, welcoming area or restaurant. So far plans are still awaiting approval, however, Leo Chung of STUDIO V anticipates ground to break next year with the project being complete around 2019. "We are seeking some waivers under the current zoning district (a manufacturing zone). More than 100,000 square feet of the retail isn't allowed, and we are asking for a waiver for that," said Chung.
How many people get on the train at your "El" or Metra stop each day? Which county's roads make for the roughest ride? How long do Chicago-area drivers while away waiting for train crossings? The Chicago Metropolitan Agency for Planning (CMAP) just unveiled a new tool to stir discussion about transportation in the greater Chicago area that can answer all of those questions, as well as many more about the regional transportation system as a whole. CMAP planners said they hope the interactive website, which is full of clickable maps and tables compiled from mountains of public data, will resonate with policy makers as well as frustrated commuters. When it comes to transportation infrastructure, Chicago has an embarrassment of riches—and a wealth of problems. Some 25 percent of the nation's freight traffic travels through the region, but the seven-county region's 1,468 rail crossings snarl traffic for a total delay of 7,817 person-hours every day. In total traffic ate up more than $6 billion in wasted time and fuel in 2011 across the roughly 30,000 miles of roads in Cook, Lake, McHenry, Will, Kane, Kendall and DuPage Counties. As the authors of GO TO 2040, the 2010 comprehensive plan that sought to renew Daniel Burnham's regional vision, CMAP officials said they made the website to encourage more data-driven planning and regional policy. The website gives a mixed assessment of public transit in the region. While 71.5 percent of residents had at least moderate access to transit, progress on increasing that share of people has occurred at a slower rate so far than will be necessary to meet the 2040 goal of 78 percent, CMAP's analysis shows. Although Chicago lauds its growing open data culture, CMAP's Tom Garritano said arbitrary policies persist. For example Illinois' 55/45 rule, whereby 55 percent of highway funds typically go downstate, while only 45 percent stay in the Chicago region—despite the fact that more than two-thirds of the state's population and economic activity occurs in and around its largest city. “We believe strongly that the best decisions are driven by data,” said Garritano. “We want people to get excited about data.” While the website shows the region has made considerable progress on meeting GO TO 2040 goals in recent years, CMAP officials stressed that stats inflated with stimulus funding from the American Recovery and Reinvestment Act of 2009 may paint a rosier picture of transportation infrastructure's finances. CMAP pointed to the declining share of crumbling roads and bridges in the area—without continued funding for maintenance, they said, that progress would soon be overwhelmed by mounting infrastructure repair needs. More than half of non-highway roads in Cook County were judged less than “acceptable,” but that figure was less than 10 percent in McHenry and Kendall counties. More than 300 bridges in the Chicago area were deemed “structurally deficient” in 2013—a distinction CMAP pointed out does not mean they are necessarily dangerous, just below civil engineering standards. The total share of deficient bridges in the area was 9.7 percent, slightly below the national average of 11.1 percent. A section of the site named “Forward” links to a public-private fundraising campaign called FUND 2040. Last year CMAP called for a quarter-penny sales tax hike that would net $300 million per year for infrastructure work. “Metropolitan Chicago must compete globally against regions whose public investments have for decades far outpaced our own,” reads the site. “Current infrastructure funding mechanisms are simply not adequate to meet our region's infrastructure needs.” New spending, however needed, is politically risky in fiscally troubled Illinois, but CMAP's ideological influence recently got a boost in Springfield. The agency's executive director, Randy Blankenhorn, was recently appointed to head the Illinois Department of Transportation by incoming Republican Governor Bruce Rauner.
Almost exactly a month ago, the Bloomberg administration released a study called the "New York City Community Air Survey." Years in the making, it was heralded as the first comprehensive study of the city's air quality ever undertaken, with results that are shocking if not obvious. As the map of particulate matter above shows—and as many of us already knew—the city can be a pretty gross place to live and breathe. There are plenty more maps like this, but they all basically come to two conclusions: Where there are cars and oil boilers, there is pollution. However, the wonk in us saw something particularly interesting: Outside of Manhattan—where congestion is a whole other animal (hence hope for congestion pricing)—the pollution tracks pretty heavily along the expressways built by none other than the Power Broker himself. We even built a handy GIF (after the jump!) to illustrate this. There is one notable exception, that big brown spot in the middle of Brooklyn, which is why we're bringing this up now. Earlier this week, the Atlantic Yards Report reported that street closures are imminent around the Atlantic Yards site, which would presumably exacerbate traffic in the area. This has long been a concern surrounding the project, back when the EIS was just an EIS and not the basis for a Supreme Court lawsuit. But as the map and GIF above illustrate, congestion—both vehicular and nasal—were a problem at the intersection of Flatbush and Atlantic avenues long before Bruce Ratner, and probably even Robert Moses, showed up. Now, as more streets are closed and the traffic only gets worse, the pollution is likely to follow. Just imagine how bad it will be on game nights?
There may be a few hoops left to jump through before Bruce Ratner can begin construction of his SHoP- and Ellerbe Becket-designed arena for the Brooklyn, né New Jersey, Nets, such as completing a partial sale of the team to a Russian oligarch, prevailing in some outstanding lawsuits, and going ahead with eminent domain against the area's remaining holdouts. But the developer appears to have cleared the final major hurdle standing in his way with the successful sale of $511 million in tax-exempt bonds today for his $900 million arena. (There are still taxed bonds and an equity stake to be taken care of, but they lacked the December 31 deadline.) Yes, those hoops may still present challenges, but none had the same drop-dead, end-of-the-year deadline the bonds did, and they seemed the likeliest chance for the project's opponents to succeed. Instead, they sold briskly in a matter of hours, or, as Ratner put it in a release, "The interest in the arena bond offering was beyond our expectations," expectations that have always been highly optimistic, though also always on the money. Perhaps this is why they are already preparing to divert traffic starting next Monday to make way for construction.
It's not every day that a scary fire burns within a few miles of a major cultural institution. Well in LA it sort of is, but that's beside the point. A recent drive on the 405 Freeway revealed to us what all the news reports are saying: There is a biggish blaze burning just one hill over from the Getty Center on LA's west side. The smoke is thick and brown, and on first look bulged out at the top, not unlike a mushroom cloud. Yikes. Helicopters are running regular passes over the thing, which is spreading in thin lines along the mountains facing the Getty, moving southward down the Sepulveda Pass. But fortunately it appears that firefighters have it under control (in California terms a 10-acre fire is only a mini conflagration), despite a forced evacuation of the Getty and nearby Mount St. Mary's College. Stay tuned... We hope we don't have to see if all that marble and granite will hold up to a good ol' California disaster. And for now, the biggest concern of drivers on the 405 is the threat of imminent traffic. Now that's scary.