We are days away from a final budget in Albany, and yet no one has seen the list of road, bridge and transit projects that NYSDOT will tackle next year, to be funded by the budget currently being negotiated. No one has seen the proposed five-year capital plan, either.
And by “no one,” of course, we mean: the public, the advocates, the legislators, the transportation staff. In other words, everyone outside of the “four men-in-a-room”, and perhaps their respective staff members. Back in January, both were promised to be imminently forthcoming. And this isn’t the first time lists like these haven’t been forthcoming.
Why would we want a list?
- Albany has a checkered past of slipping pet transportation projects in without a democratic process—Senator Smith being a prime example of a short-circuited process.
- Advocates, the public and legislators would like to have some say in the development of project lists to be built, an opportunity to make the case for why some projects should be funded before others.
- This project list impacts not just NYSDOT, but the MTA. Historically, negotiations on the MTA and NYSDOT five-year capital plans have been coupled in the interest of assuring “parity” between upstate and down. We’ve had months to review the MTA’s Capital Plan because they have a statutory requirement to submit it on a certain date; NYSDOT has no comparable requirement.
- And advocates in Albany have been told point blank: no NYSDOT capital plan on the table, no discussion of the MTA’s capital plan.
Why keep this list in the dark?
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The Central Avenue corridor connecting Albany and Schenectady has been in the news lately after four-year-old Ashiqur Rahman was killed by a turning garbage truck at the intersection with Quail Street in Albany. Pedestrian deaths and injuries are nothing new to Central Avenue, long known as one of the Capital District’s most dangerous roads for pedestrians. And although efforts are underway to make this urban arterial more friendly to users of all types, it seems that opportunities to transform it into a truly multimodal corridor are being ignored.
Central Avenue, originally known as the Albany Schenectady Turnpike, once had a streetcar line, making it a truly multimodal corridor. But when the streetcars were removed in 1946, the renamed Central Avenue was expanded to its current auto-centric format, with two travel lanes in each direction and a center turn lane for much of its length.
The same scene today.
Today, in Albany and Schenectady, Central Avenue runs through dense urban neighborhoods with significant pedestrian traffic, while in Colonie and Niskayuna, it runs through areas that were originally built out as streetcar suburbs. And in other locations, Central Avenue carries traffic generated by regional shopping destinations. And yet, the mobility solutions applied the New York State Department of Transportation and local jurisdictions have been essentially uniform and largely unchanged since the roadway’s auto-centric postwar conversion. Predictably, that single-minded focus on vehicular throughput has led to poor outcomes for other users.
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Since Nassau County’s school zone speed camera program went into effect, there has been a 70 percent decline in violations. County Executive Ed Mangano’s spokesman Brian Nevins acknowledged that this decline in violations is indicative of a “dramatic change in driving habits”, saying “This program has increased student safety and potentially saved lives.”
Yet rather than […]
The walking audit group led by traffic safety expert Dan Burden crossing Sunrise Highway in Freeport. | Photo: Samantha Thomas/WALC
This past June, AARP partnered with Tri-State and Vision Long Island to bring internationally-renowned traffic safety expert Dan Burden from the Walkable and Livable Communities Institute (WALC) to the notoriously dangerous Sunrise Highway. His visit included a series […]
“Streets that need repair” are identified as the number one problem for voters in New York State age 50 and over. | Source AARPNY
Back-to-back reports released this week by AARP and the New York State Comptroller take two different approaches to arrive at the same conclusion: New York’s infrastructure needs are not being met.
AARP’s report, 2014 State of the 50+ in New York State, surveyed New Yorkers aged 50 and older to determine their likelihood of staying in New York after retirement, and what factors would impact that decision. The survey revealed that:
- 60 percent are at least somewhat likely to leave New York after retiring; 27 percent extremely likely
- 66 percent would be more likely to stay if improvements were made to transportation
- 80 percent identified “streets that need repair” as a problem in their community
- 67 percent cited cars not yielding to pedestrians as a problem in their community
- 52 percent said public transportation was too far away, too limited or too hard to navigate
- 67 percent said they would “vote for a candidate working on maintaining safe and independent mobility around town”
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“While people may think of flat, wide-open suburbs as conducive to cycling, the roads are really not built for cyclists.” | Photo: Newsday
New York City has been receiving great praise this week for securing first place in Bicycling Magazine‘s America’s Best Bike Cities 2014, but there’s another side to this Best Bike Cities list that hasn’t been as widely reported. The nation’s worst place for biking is also here in the tri-state region, and despite not being a city per se, its reputation is bad enough to land it the title of “worst place to ride:”
So where is the worst place to ride? Well, it’s right near New York — Suffolk County, Long Island. Again, the magazine’s thinking was counter-intuitive, Strickland said: While people may think of flat, wide-open suburbs as conducive to cycling, the roads are really not built for cyclists.
“Really, right now, the worst city is in the suburbs,” Strickland said. “We picked Suffolk to be emblematic of that.”
“Suburban streets were made to move people out of their homes to stores, or out to work,” not for bicycles, he said.
The magazine found that Suffolk County is always one of the most dangerous places in the United States to ride a bicycle. In 2008, the county was the site of 23.8 percent of all fatalities to cyclists in New York state, despite having less than 8 percent of the state’s population.
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Last month, the Long Island Business News included a special section about the Long Island Expressway, analyzing the history of the project, to the land use patterns it fostered along the corridor
The special report examines the history of the High Occupancy Vehicle (HOV) lane which turned 20 years old this year. Over the past three decades, the nearly $900 million HOV lane has helped encourage carpooling along the notoriously congested I-495 corridor by requiring cars to have at least two occupants. Additionally, it has encouraged greener vehicle options allowing access to the HOV lane for single drivers displaying a ‘Clean Pass Vehicle’ sticker.
But as we look towards the next twenty years for the HOV lane, how can this nearly billion dollar investment be better utilized?
According to 2013 NYS Department of Transportation data counts at Exit 50 (Bagatelle Road), the HOV2+ lane during the 9 restricted hours (6-10am and 3-8pm) accommodated 31 percent of all people moving along the LIE on 25 percent of lanes designated as HOV.
While this number may seem impressive, what is more heartening is that these lanes can accommodate a much greater percentage of people. While 31 percent of people using the LIE avail themselves of the HOV lanes during restricted times, only 16.6 percent of vehicles are using the HOV lane.
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The fatality rate for pedestrians 60 and older in the tri-state region is 2.5 times higher than that of residents under 60. | photo credit
Tri-state region pedestrians aged 60 years and older are disproportionately at risk of being killed in collisions with vehicles while walking, according to a new study by the Tri-State Transportation Campaign.
From 2003 through 2012, 1,492 pedestrians aged 60 years and older were killed on Connecticut, New Jersey and downstate New York roads, according to Older Pedestrians at Risk: A Ten Year Survey and Look Ahead, released today. The report found that:
- Those 60 and older comprised only 18 percent of the region’s population, but accounted for 35 percent of pedestrian fatalities during the 10-year period
- Those aged 75 years and older represent 6 percent of the tri-state region’s population, but 16.5 percent of pedestrian deaths.
- The pedestrian fatality rate for the region’s residents 60 and older is 2.5 times higher than that of residents under 60.
- For residents 75 and older, the pedestrian fatality rate is more than three times that of those under 60.
Tri-State Average Pedestrian Fatality Rate by Age Group (2003-2012)
Source: TSTC analysis of the NHTSA’s Fatality Analysis Reporting System Encyclopedia, 2003-2012, U.S. Census Bureau Population Estimates and 2010 Census. U.S. fatality rates include tri-state region.
According to AARP, decreased bone density exacerbates injuries sustained by seniors. Coupled with mobility issues that hinder their ability to cross a road quickly, this age group is particularly prone to critical injuries from car collisions. However, simple roadway improvements – clearly marked crosswalks, longer crossing signals and wider pedestrian islands – make walking safer and easier for older residents and younger residents alike.
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