Posts tagged with "vision zero":

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See the shovel-ready Vision Zero projects changing NYC streets this year

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.
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NY court says cities can be liable for dangerous streets

New York States's highest court has ruled that cities and towns can be held legally accountable when dangerous streets are not improved via better design. In December, the New York State Court of Appeals decided a case in favor of Anthony Turturro, a 12-year-old who was stuck in 2004 by a driver traveling almost double the speed limit in a 30-per-mile-hour zone. Turturro, Streetsblog NYC reports, was riding his bike on Brooklyn's Gerritsen Avenue, a wide main street where, locals say, drivers disobey posted speed limits with impunity. The driver, Louis Pascarella, put Turturro in a coma; he subsequently pled guilty to assault. Citing in part the poor design of Gerritsen Avenue, a jury found the city 40 percent liable for the incident and awarded $20 million to Turturro, whose everyday functioning is diminished as a result of the crash. The case contended that despite years of complaints, the DOT didn't do enough to remediate underlying conditions that led to Turturro's—and others'—injuries. Though the DOT initiated traffic studies at three intersections in the years after Turturro, court documents show that speeding along the wide-open avenue as whole was not studied, and that the city declined to follow up with the NYPD on the speeding issue. In the past decade, four people have been killed on the avenue, which connects the small neighborhood of Gerritsen Beach to neighboring Marine Park and Sheepshead Bay. A year after Tuturro's encounter with Pascarella, the city unveiled a painted median near the crash site and downgraded Gerritsen from four lanes to three. “This ruling from New York’s highest court puts an end to the notion that traffic safety improvements should be subject to debate and contingent on unanimous local opinion,” Transportation Alternatives executive director Paul Steely White told Streetsblog NYC. The decision, he added, should convey to Mayor Bill de Blasio that street safety redesign must be a bigger part of the city's next budget. For the past two years, the mayor's office has butted heads with the City Council on funding for Vision Zero initiatives. This past fall, the city began installing pedestrian islands and a protected bike lane along Gerritsen. Steve Vaccaro, a lawyer who represents crash survivors, said the decision “will create an affirmative obligation on the DOT’s part to—at the very least—conduct studies to determine whether infrastructure can reduce traffic violence, and unless such studies indicate otherwise, to install the infrastructure.”  
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A Queens judge rules Vision Zero law unconstitutional

Is Vision Zero doomed? Queens Supreme Court Justice Gia Morris ruled [Friday] that New York City's comprehensive traffic safety initiative, launched in 2014, violates defendants' constitutional right to due process. Morris's ruling advanced the argument that in asking drivers involved in pedestrian collisions to prove that they were driving recklessly, Vision Zero violates the presumption of innocence guaranteed by the Fifth and Fourteenth amendments. The case in question was that of school bus driver Isaac Sanson, who in December 2014 struck and killed an elderly pedestrian in a Forest Hills crosswalk, DNAinfo reports. "[The Vision Zero misdemeanor] is a vital tool to hold accountable drivers who seriously injure or kill pedestrians with the right of way while driving dangerously. This is an important piece of Vision Zero's comprehensive approach to reducing death and serious injury on our streets. We disagree with the court's non-binding decision and will continue to investigate, enforce, and charge this law," said de Blasio spokesman Austin Finan. A spokesman decried Morris's decision and noted that the mayor's office will continue to encourage police officers to enforce city administrative code 19-190, or failure to yield when a bicyclist or pedestrian has the right of way. This is not the first time Vision Zero has wound up in court. In January, Manhattan Judge Ann Scherzer defended the constitutionality of 19-190, ruling against a driver charged with a misdemeanor under 19-190 for killing a pedestrian on the Upper East Side. Despite vociferous opposition to the program from powerful entities like the Transit Workers Union, arrests for Vision Zero violations are up from last year. The Queens District Attorney hasn't yet decided whether to appeal Justice Morris's ruling, which can be viewed here.
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Revamping Astor Place-Cooper Square for pedestrians and public space

Exemplifying the eternal Robert Moses-Jane Jacobs dialectic, New York’s Astor Place-Cooper Square area has long reflected too much Bob and not enough Jane. Excessive vehicular space has bred human-car conflict points, with pedestrians facing “a super-wide roadway . . . unclear at various traffic lights which way you are supposed to cross,” as noted by Claire Weisz of WXY (formerly Weisz & Yoes). The neighborhood around Cooper Union has become a midrise mélange, ill-serving its role as a campus and gateway between NoHo and the East Village. The chief open space is the under-lit, fenced-off Cooper Triangle, habitable mainly by rodents: A wasted opportunity in the park-starved area between Washington and Tompkins Squares.

Change hasn’t come quickly, but it’s coming. WXY has partnered with the Department of Design and Construction (DDC), Transportation (DOT), and Parks and Recreation (DPR), as well as with landscape architect Quennell Rothschild & Partners, lighting designer Linnaea Tillett, plantsman Piet Oudolf, and contractor Triumph Construction, to remap streets and upgrade the plazas. Adhering closely to the 2011 iteration of a plan vetted in community meetings since 2008, the team is creating an environment that blends landscaping and infrastructure: high-efficiency lighting, granite benches, stepped seating, bicycle racks, a new water main, catch basins, center medians, bioswales, and a dignified allée framing the Foundation Building. Construction began in 2013, and DDC projects opening this summer.

Anticipating Vision Zero by several years, Weisz said, “The plan tried to rationalize the desire lines with the actual street layout,” correcting dangerous conditions. At Fifth and Sixth Streets, “you would find yourself in the middle of Third Avenue without being able to cross the street at a normal crosswalk,” and the subway-entrance island between Eighth and Ninth was “really narrow for the amount of people on it.” With vehicles banned from eastern Astor Place and from Cooper Square below Sixth Street, “you’ll be able to walk pretty easily from Fifth Street all the way  to the subway without having to cross traffic.” A tree-lined Alamo Plaza will replace two lanes of Astor Place, and an 8,000-square-foot Village Plaza will emerge from Cooper Square’s west sidewalk, replacing disorienting lanes and dead zones of striped-off asphalt.

“Essentially, the goal is to continue to encourage the street ballet of the neighborhood,” Weisz said.

“We believe this particular design takes the approach of Jane Jacobs to create spaces that favor the community,” said DDC spokesperson Shavone Williams, stressing community outreach from design through construction.

The DDC “was very much a co-designer on this rather than a client working with consultants,” Weisz said. “[The collaboration was] amazing—we have three agencies, almost with equal billing here, and two community boards.” Maintenance partners include Village Alliance for the Alamo and subway plazas, DPR for Cooper Triangle, and Grace Church School for the Village Plaza.

WXY’s design signature includes zipper benches and environmentally friendly cast-iron drinking fountains developed for DPR (shaped to accommodate water bottles and to vent wastewater into planters and gravel, not hard pipes). Distinctive black cobra-head davit poles will support energy-efficient LED fixtures above Village Plaza. Swales will enhance storm drainage, reducing combined sewer overflows. Tony Rosenthal’s rotating cube Alamo, currently off-site for restoration, will return to its original position.

Village Alliance, City Lore, and other cultural activists have worked with DOT to reinstall components of Jim Power’s Mosaic Trail—“a treasure map” revealing local history, said Bowery Poetry Club proprietor Bob Holman, a City Lore board member. “That the city, which has so long ignored this treasure, is helping to renovate the poles displaced by the renovation and will install them as a piece of public art,” Holman said, “is New York City at its best.” With varied color temperatures distinguishing pedestrian spaces, streets, and buildings, the team expected that “Power’s ceramics would really pop.”

Weisz foresees a return of informal vibrancy as the plazas draw lunchers, seniors, performers, students, and others (Though not nocturnal revelers: The Triangle will be locked at night). By inviting people to linger, these plazas may help energize local businesses assaulted by chain stores and rocketing commercial rents.

Interruptions in Manhattan’s street grid represent the revenge of the organic and historic against the hyper-rational. Sites that syncopate the 1811 plan’s marching rhythm are both robust and sensitive: They are activity magnets, yet they create welcome eddies in urban flows. 

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Philadelphia set to appoint the first-ever Complete Streets Commissioner

Philadelphia officially recognizes cyclists as a constituency deserving special protection. This week, Mayor Jim Kenney announced the creation of a "Complete Streets Commissioner," a new position in city government to oversee the creation of more bike-friendly infrastructure. But the story gets complicated from there. Historically, Kenney is not the most ardent supporter of "complete streets," a term coined by the National Complete Streets Coalition to describe roads harmoniously designed for cyclists, pedestrians, public transportation users, and cars. In 2009, as a City Council member, Kenney introduced legislation to up fines for headphone-wearing bike riders. His co-legislators are not too enthused about bikes, either: The same City Council gave itself veto power over proposed bike lanes in 2012. The Bicycle Coalition of Greater Philadelphia lead the creation of the commissioner position. According to Philadelphia Magazine, the Bicycle Coalition organized a mayoral forum for Democratic candidates, where each would-be mayor claimed to support "Vision Zero" objectives. The group issued a platform last year during election season, outlining reforms needed to make safer streets. Sarah Clark Stuart, executive director of the Bicycle Coalition, maintains that "creating a commissioner who is thinking about and looking at all transportation modes, and how to make them safer and work better for everyone, that is new. And what that signals is that there is a dedicated, high-ranking official who is assigned the responsibilities to marshall citywide resources and set policy toward the goal of making Philadelphia's streets safer for everyone." Why isn't Philadelphia's Office of Transportation & Utilities assuming these responsibilities? In a shift towards a "strong-managing-director form of government," Kenney is simultaneously creating the Complete Streets Commissioner position while closing the Office of Transportation & Utilities. Clarena Tolson, the Deputy Managing Director of Transportation & Infrastructure, will continue to oversee street maintenance, water, some of the complete streets program, as well as synchronize operations of the Philadelphia Energy Authority and SEPTA. There's no word yet on the application process. Urbanists, keep your ears peeled.
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Fordham Plaza, one of New York’s busiest transit hubs, is now one of the city’s most pedestrian-friendly

The NYC Department of Design and Construction (DDC) and the NYC Department of Transportation (DOT) recently unveiled the redesigned, ultra pedestrian-friendly Fordham Plaza. Vision Zero's mandate to reduce traffic-related injuries and fatalities guided the $34 million renovation of the north Bronx transit hub. Bounded by Webster Avenue, East Fordham Road, and East 189th Street, the Grimshaw Architects–designed Fordham Plaza now boasts fresh plantings, as well as stationary and movable seating elements to provide a respite for the nearly 80,000 pedestrians per day that travel along Fordham Road. True to the plan released in 2014, the plaza features a new market canopy, kiosks, a cafe, and—rare for New York—a public toilet. The redesign was carried out in collaboration with the NYC Plaza Program, a NYC DOT program that has spearheaded the creation of 69 plazas, 16 of which are in development or currently under construction. A 40 percent reduction in asphalt created more space, and more safety, for pedestrians at Fordham Plaza. The plaza now sports shorter pedestrian crosswalks, "direct" crosswalks that discourage jaywalking, and a 25 percent increase in pedestrian-only space. These interventions should improve access to Fordham University’s Rose Hill Campus, right across the street. Fordham Plaza primary program is transit: 12 local and express bus lines, as well as the fourth-busiest Metro-North station. Bus stops were redesigned to improve pick up, drop off, and the loop-around, especially around East 189th Street and Webster Avenue, that guides buses off towards Westchester County, Manhattan, and all over the Bronx. OneNYC Plaza Equity Program will provide the Fordham Road BID with funding to maintain the plaza. $10 million came from a U.S. Department of Transportation TIGER grant, and $2 million from the state Department of Transportation.
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You Know I’d Bike 1,000 Miles: New York City celebrates milestone achievement in bike infrastructure

The New York City Department of Transportation (NYCDOT) announced this week that it has created 1,000 miles of bike lanes (map) across the five boroughs. The 1,000th mile, on which just opened along Clinton Street in Lower Manhattan, is one of twelve new miles planned for 2015. Unsurprisingly, Brooklyn has the greatest stretch of dedicated bike lanes (310.7 miles), though Manhattan has the most lanes (around 122 miles) entirely separate from car traffic. New York City's 1997 Bike Master Plan called for 1,800 miles of bike lanes across the five boroughs. Current projects focus on creating safer streets, maintaining continuity between existing bike lanes, and meeting demand where ridership is high. As part of the Vision Zero transportation safety initiative, Woodside, Queens, is getting protected bike lanes on Queens Boulevard (a.k.a. the Boulevard of Death) between 73rd Street and Roosevelt Avenue. As part of a Complete Streets program, an east-west bike lane along 165th Street in the Bronx will connect north-south routes in the borough. This year, after some delay, upgraded bike lanes came to the Pulaski Bridge. The bridge is a key conduit between Brooklyn and Queens that has seen its ridership more than double since 2009. The full list of proposed and in progress bicycle route improvements in New York City can be found here.
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NYC DOT’s “Great Streets” vision for Atlantic Avenue lacks any bicycle infrastructure

As part of Mayor de Blasio’s mission to eliminate traffic deaths in New York City, his administration has committed $250 million toward its “Great Streets” initiative to redesign four of the city’s most dangerous arterial roadways: 4th Avenue in Brooklyn, Atlantic Avenue in Brooklyn and Queens, Queens Boulevard, and  Grand Concourse in the Bronx. On 4th Avenue in Brooklyn—which is known as “the canyon of mediocrity” for its lackluster architecture—the Department of Transportation is making permanent a temporary road diet it put in place in recent years. Street adjustments like wider medians and banning left turns at certain intersections have paid huge dividends: On a 15-block stretch of the remade roadway, pedestrian injuries decreased 61 percent. The DOT did not include bike lanes in its road diet, instead opting for 13-foot-wide parking lanes. Construction has also just begun on the DOT's "Great Streets" remake of Queens Boulevard, a harrowing roadway dubbed the “Boulevard of Death." This transformation has been widely lauded in transportation circles for its inclusion of pedestrian pathways and protected bike lanes. But now the DOT has unveiled its $60 million plan to remake two miles of Atlantic Avenue, and like many recent street-calming measures undertaken by the department (Queens Boulevard excluded) it does little—if anything—to protect the city’s cyclists. On the dangerous section of Atlantic, most of which is in East New York—a neighborhood de Blasio wants to rezone to create affordable housing—the DOT plans to replace existing medians with longer and raised medians that have space for plantings and benches. The design would also implement left turn bays, high-visibility crosswalks, ban left turns at some intersections, and create mid-block crossings. The DOT says these strategies will calm traffic and reduce speeding. “The design proposed by DOT will make Atlantic look nicer and probably yield a marginal improvement in safety,” wrote StreetsBlog, “but it does not fundamentally alter the geometry of the street.” As part of its Vision Zero rollout, the DOT had previously re-timed traffic lights on Atlantic Avenue, and stepped-up traffic enforcement. It was also one of the first streets to have its speed limit dropped from 30 miles per hour to 25. The absence of any bike infrastructure in this “Great Streets” project is especially notable given the fatal bicycle crash that recently occurred just off Atlantic Avenue in Downtown Brooklyn. After the cyclist was killed, Brooklyn Borough President Eric Adams held a press conference at the intersection calling on the city to fast-track a redesign of the dangerous intersection. Adams also brought reporters on a bike ride along Flatbush Avenue to underscore the harrowing conditions cyclists have to contend with on many city streets. Last year, pedestrian fatalities in New York City fell to their lowest level in over a century, but cyclists' deaths rose from 12 in 2013 to 20. The DOT says it will finalize this plan with the Department of Design an Construction by August 2016 and start construction the following spring. It remains to be seen what the department has planned for the Grand Concourse.  
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New York City planning a pedestrian-safety overhaul the dangerous approach to the Manhattan Bridge

Vision Zero is coming to the dangerous and traffic-clogged Manhattan Bridge approach in Chinatown. The New York City Department of Transportation (NYCDOT) has presented a plan to rearrange the tangle of streets that connect to the bridge, create new space for pedestrians, and update traffic flows. It doesn't take any expert knowledge in transportation policy to see why the area has been labeled as a "high crash corridor" by the NYCDOT. There are a lot of cars, unclear and changing alignments, and street markings that are faded, if present at all. For pedestrians, getting from one side of the street to another can be a harrowing experience. The Bowery crossing, for example, is almost 90 feet wide. But that could all change soon. Perhaps the most significant change in the plan is the rerouting of traffic. Currently, the bridge's lower roadway heads toward Brooklyn from 3:00–9:00p.m., but the NYCDOT wants to make it Manhattan-bound at all times instead. This would allow for a large curb extension right in front of the bridge. Crossing distances for those on foot would be reduced further by the expansion of two existing pedestrian islands. These new areas would include planters, so the plan comes with some greenery too. Over on Bowery, a concrete median extension would provide pedestrian refuge in the middle of the busy roadway. The DOT also proposes new marked sidewalks and signaled intersections to further clear things up. This plan comes as construction continues on a long-talked-about scheme to turn a triangular plot next to the Manhattan Bridge into the Forsyth Street Plaza. The 10,000-square-foot pedestrian space will cost about $3.5 million and is slated to be completed spring 2016. As for the NYCDOT plan, Streetsblog reported that it will be voted on by Community Board 3 on May 26. If approved, work would start this summer and wrap up in the fall.
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In second State of the City address, Mayor de Blasio focuses on New York City housing

Last year, in his first State of the City address, New York City Mayor Bill de Blasio said he would use every tool at his disposal to address economic inequality. He twice repeated a campaign refrain that New York had become a "Tale of Two Cities" where the wealthy do extraordinarily well and everyone else struggles to get by. To change that, the new mayor laid out a host of legislative priorities including an ambitious affordable housing plan that would build or preserve 200,000 units of affordable housing over the next decade. One year later, we have an update. With 17,300 affordable units already financed (1,300 more than scheduled), the mayor came back before New Yorkers to say he would do even more to try to keep their rents in check. Most notably, De Blasio plans to boost the city's overall housing supply by creating a taller, denser New York. In addition to his 200,000 unit affordable housing plan, he aims to build 160,000 market-rate units to decrease overall demand. "We are not embarking on a mission to build towering skyscrapers where they don’t belong," De Blasio, who will certainly face development backlash down the road, said today. "We have a duty to protect and preserve the culture and character of our neighborhoods, and we will do so." A key piece of creating new units, both affordable and market-rate, will be rezoning neighborhoods. The mayor said his administration plans to do just that "from East New York to Long Island City; from Flushing West to East Harlem; from downtown Staten Island to the Jerome Avenue Corridor in the Bronx." Per the mayor's mandatory inclusionary zoning requirement, all new market-rate development would have to include affordable housing as well. What percentage of units would be designated affordable has not yet been announced. Along with these rezonings, the mayor said he will continue working with local stakeholders to study ways to build a 200-acre, mixed-use development on top of a rail yard in Sunnyside, Queens. And without offering many specifics, he also called to reform the Department of Buildings to speed up development overall. As part of his push for increased development, de Blasio directly addressed concerns about gentrification. "If you ask 8.4 million New Yorkers what they think of gentrification, you’ll get 8.4 million different answers," he said. To limit the type of displacement that is currently occurring in New York City, the mayor will continue to push for stronger rent laws at the state level. Barring cooperation from Albany, De Blasio said the city will act on its own. "In any of the areas in which the city rezones, if we find evidence that tenants are being harassed, we will supply those tenants with legal representation, at no cost, to take their case to Housing Court," he said. Along with new development, the mayor wants to see big investments in transportation, including a citywide ferry service that will be operational in 2017. For the cost of a Metrocard swipe, said the mayor, residents of the Rockaways, Red Hook, and Soundview could take a ferry ride to Manhattan. The mayor also said his administration plans to complete 20 bus rapid transit routes over the next four years.
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In first year of Vision Zero, NYPD steps up traffic enforcement

Given the current state of relations between the NYPD and Mayor Bill de Blasio (spoiler: terrible, horrible, no good, very bad), the mayor has been quick to thank the police force for its strong support of Vision Zero—the mayor's plan to entirely eliminate traffic fatalities in New York City. The effort is obviously an ambitious one, but a year after it went into effect, de Blasio is able to tout some big successes. The administration recently announced that in 2014, pedestrian fatalities dropped to their lowest level since 1910: 134 deaths, down from 180 the year before. (Two caveats: over the last decade, before Vision Zero was implemented, New York City has seen an overall downward trend in traffic fatalities; and, second, 20 cyclists were killed in 2014, up from 12 the previous year.) De Blasio’s Vision Zero plan has three main components: reduce the city's default speed limit, redesign dangerous streets, and curb dangerous driving through increased traffic enforcement. The first of those three can already be checked off the list; last year, New York City's speed limit was decreased from 30 miles per hour to 25. The second is very much in progress; the city announced that in the first year of Vision Zero, it completed more than 50 major street design projects. And the third big piece of the plan—increasing  enforcement—appears to be in swing as well. Streetsblog recently went precinct by precinct, crunching NYPD traffic enforcement numbers and found that, for the most part, officers are issuing more tickets for dangerous driving. “Tickets for speeding and failure to yield last year were up 54 percent over the year before, and up 82 percent over 2012′s numbers,” reported the site. “Importantly, the focus of NYPD’s speeding enforcement is shifting somewhat from highways to surface streets, but the pace of change was still very slow in 2014.” In its first full year, the city’s growing speed camera system also issued 445,000 violations. And failure to yield tickets in 2014 were up 116 percent over the previous year. As Streetsblog noted, the NYPD’s stepped-up traffic enforcement is being felt across the city as every single precinct issued more speeding and failure to yield tickets than it did the year before.
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Mayor de Blasio signs legislation to lower New York City’s default speed limit

Mayor Bill de Blasio has signed legislation to lower New York City’s default speed limit from 30 miles per hour to 25. The measure was recently passed by the City Council and is one of the central policy pieces of Vision Zero—the mayor's plan to eliminate traffic fatalities in the city. “We’re here today to make good on a commitment to save lives in this city,” the mayor said at the top of the press conference, which was held on the Lower East Side near where 12-year-old Dashane Santana was struck and killed by a car in 2012. Dashane's grandmother, as well as other families who have lost loved ones in traffic accidents, stood behind the mayor as he put pen to paper. According to the mayor’s office, come November 7th, about 90 percent of the city’s streets will have a speed limit of 25 miles per hour or lower. To inform drivers of these changes, the NYC DOT has launched a public awareness campaign and will be installing 3,000 new speed limit signs over the next year. The five mile per hour change may seem minor, but an individual hit by a car traveling 30 miles per hour is twice as likely to die than from one traveling 25. Citing numbers from "last year" (which actually appear to be from fiscal year 2011–2012) Mayor de Blasio noted that 291 people were killed in traffic accidents in New York City. "That's almost as many people lost to traffic fatalities that were lost to murder," he said. Of those killed in traffic accidents, 115 were drivers and 176 were cyclists or pedestrians. In 2013, according to city data, 286 people died in traffic accidents in New York, but according to the New York State DMV, that number is actually higher, 294. "Part of the discrepancy may come from the fact that often people who sustain life threatening or critical injuries may not die for many months after being hit," said Alana Miller, Transportation Alternative's policy coordinator, in an email. The NYC DOT did not respond to AN's request for more information on the numbers mentioned by Mayor de Blasio. These recent figures, though, follow about 10 years of dropping traffic fatalities. "The significant decline in traffic deaths over the last decade is not an accident," said Miller. "It is the result of smart traffic safety policies that have redesigned dangerous streets, installed protected bike lanes, widened sidewalks and put in pedestrian islands, created safer speed limits around schools and slow zones where communities have identified speeding problems, and installed cameras to deter driving behavior." Now, thanks to early Vision Zero interventions, Mayor de Blasio said the rate is once again decreasing. "As of last Thursday, citywide pedestrian fatalities were down over 20 percent from the same point last year," he said. "Overall traffic-related fatalities were down nearly seven percent. Vision Zero has just begun, but look at that progress." At this point, it's hard to say if that reduction is from Vision Zero, or if the numbers are reverting to the early-2000's trends. Despite this year's reduction in traffic fatalities, the numbers are still quite grim—especially for cyclists. According to data compiled by WNYC, as of mid-October, 200 people have been killed in traffic accidents this calendar year. The rate is down slightly from last year, but WNYC noted that 17 cyclists have been killed since January 1st, which is more than twice as many were killed last year.