NYC’s Livable Streets Movement: A Year of Setbacks
Table of Contents
- NYC’s Livable Streets Movement: A Year of Setbacks
- NYC Outdoor Dining & Queensboro Bridge: A Tale of two City Projects
- NYC’s Broken Promises: Unfulfilled Plans for Cyclists, Pedestrians, and Delivery Workers
- NYC Seeks to Rein in App-Based Delivery Services Amidst Safety Concerns
- NYC Council Passes Controversial E-bike and Bike Lane Bills
- NYC Misses the Mark on Bike Lane and Bus Lane Expansion
- NYPD’s High-Speed Chase Crisis: A Surge in Deadly Pursuits
- NYC’s Street Failures of 2024: A Year of Missed opportunities
New York City’s push for livable streets faced significant headwinds in 2024, a year marked by setbacks that overshadowed any progress. while the Mayor may highlight wins, the reality, as one prominent publication noted, is a stark contrast. “Just as we do every year, we throw out the old year and ring in the new one with our Streetsie Awards, a multi-post compendium of the best and worst projects, people, policies and politics of the year that was,” they stated. “If you want to read the entire series, it’s archived here.”
The challenges were numerous. A City Council fixated on on-street parking even attempted to force the Department of Transportation (DOT) to issue thousands of weekly warnings about impending parking spot removals. Meanwhile, the Mayor’s emphasis on “law and order” led to police actions resulting in injuries and fatalities among New yorkers. Adding insult to injury, the DOT struggled to deliver on its promises, with some 2024 failures being carryovers from the previous year.
As the new year dawns, reflection is crucial. The hope is that city leaders will learn from these missteps.
The Demise of Outdoor Dining
The 2023 Streetsie Awards already highlighted the curtailment of the pandemic-era outdoor dining program. In 2024, the consequences fully unfolded. The City Council, with mayoral backing, implemented a costly and cumbersome process, effectively shutting out small businesses. “in November, New yorkers watched as the outdoor dining sheds that had come to symbolize taking public space back from cars vanished entirely, the majority of them for good,” a report detailed. The resulting loss of community spaces, replaced by parking for a few vehicles, sparked widespread online mourning.
The usually vibrant late summer and early fall in the city felt more like a period of mourning. Social media was flooded with before-and-after photos, starkly illustrating the transformation of thriving community spaces into parking lots for only one or two cars.
The situation underscores the need for a renewed focus on creating truly livable streets in New York city, balancing the needs of residents, businesses, and transportation infrastructure.
“`htmlNYC Outdoor Dining & Queensboro Bridge: A Tale of two City Projects
New York City’s vibrant culinary scene, once considerably boosted by pandemic-era outdoor dining expansions, is facing a shift. While the initial surge in al fresco dining offered a lifeline to restaurants and a delightful experience for New Yorkers, the long-term outlook is less certain. The city’s transition to a permanent outdoor dining program has presented unforeseen challenges.
Many restaurants, like the beloved Loreley Beer Garden in Lower Manhattan, thrived during the temporary expansion, offering “a spacious and inviting atmosphere” with “rustic wooden tables and benches” [1]. However, the transition to a permanent program has proven costly for many establishments. high fees associated with curbside usage and mandated winter storage of outdoor furniture have led to a significant decrease in participation.
The Department of Transportation (DOT) reports a significant drop in applications for roadway dining, from a peak of 8,000 to just 1,414 by late November. This decline highlights the financial strain placed on businesses by the new regulations.
The impact extends beyond individual restaurants. The reduction in outdoor dining options affects the overall vibrancy of NYC neighborhoods and the economic well-being of countless businesses.
Queensboro Bridge: A Pedestrian Path Promise Unfulfilled
For years, New Yorkers have awaited the completion of a dedicated pedestrian path on the Queensboro Bridge. Since 2017, the DOT has discussed separating the combined bike and pedestrian lane to improve safety and alleviate congestion. However, despite numerous announcements and changing administrations, the project remains stalled.
The current situation presents a safety concern. With nearly 10,000 cyclists and pedestrians using the bridge daily, exceeding the number of drivers on the South Outer Roadway, the combined lane is dangerously overcrowded. Bike counts continue to reach record highs, with over 200,000 monthly crossings during peak seasons. Only the Williamsburg Bridge sees higher daily usage among the four East River bridges with separate bike and pedestrian paths.
The delay in implementing a dedicated pedestrian path raises
NYC’s Broken Promises: Unfulfilled Plans for Cyclists, Pedestrians, and Delivery Workers
As 2024 draws to a close, New York City finds itself grappling with a series of unfulfilled promises regarding crucial infrastructure projects and worker protections.Highly anticipated improvements to cycling and pedestrian infrastructure, along with a proposed new department aimed at improving conditions for delivery workers, remain largely unrealized, leaving many New Yorkers feeling frustrated and overlooked.
The much-anticipated new bike lane on the Queensboro Bridge, initially slated for completion this year, remains stalled. While fencing was installed along the South Outer Roadway, signaling progress, delays in a separate construction project have pushed back the project indefinitely. This leaves cyclists and pedestrians sharing a congested roadway, despite the existence of four other functioning car lanes. “The DOT has been using [the construction project] as an excuse to keep the roadway as a car lane,” highlighting ongoing concerns about the city’s commitment to prioritizing option transportation.
The situation underscores a broader pattern of unmet expectations. As one source noted, ”so here we are, the year coming to a close, without separate biking and walking lanes.”
The Department that Never Was
Early in the year, the Adams administration announced plans to create a “Department of Sustainable Delivery.” this initiative aimed to address widespread concerns about the working conditions of underpaid and overworked private contractors employed by delivery apps. The declaration generated considerable optimism, but the lack of concrete updates since January leaves little doubt that the city will end 2024 without this crucial department in place. the administration’s failure to deliver on this promise raises serious questions about its commitment to improving the lives of essential workers.
The city’s failure to deliver on these promises highlights a broader pattern of unmet expectations, leaving many New Yorkers questioning the city’s commitment to improving infrastructure and protecting its workforce. The lack of progress on these key initiatives casts a shadow over the city’s year-end review, raising concerns about future projects and the administration’s ability to follow through on its commitments.
NYC Seeks to Rein in App-Based Delivery Services Amidst Safety Concerns
New York City is facing a growing challenge: how to effectively regulate the booming app-based delivery industry. The surge in e-bike usage, coupled with rising safety concerns and worker advocacy, has prompted city officials to seek thorough solutions. Currently, oversight is fragmented, with various city agencies handling different aspects of the industry, leading to a lack of cohesive regulation.
Currently, the Department of Transportation (DOT) manages city streets and bike lanes, while the NYPD enforces traffic laws. The Department of Consumer and Worker Protection (DCWP) oversees the minimum wage for restaurant delivery workers – a regulation the City Council aims to expand to encompass all delivery services. However, issues like the unsafe lithium-ion batteries powering many e-bikes often fall under the purview of the NYPD or FDNY, highlighting the fragmented nature of current regulations.
This lack of centralized oversight has spurred various proposals. City Comptroller Brad Lander recently released a report advocating for a registration system for app-based delivery companies, similar to the Taxi and Limousine Commission’s oversight of ride-sharing services like Uber and Lyft.”He is attempting to address the growing perceived threat to safety that is stoking anger at delivery workers,” a statement from his office noted, emphasizing a shift in focus towards comprehensive regulation.
Lander’s initiative reflects a broader effort to address concerns about worker safety and fair labor practices within the rapidly expanding gig economy. The city’s approach to regulating this sector will likely serve as a model for other municipalities grappling with similar challenges across the nation.
NYC Council Passes Controversial E-bike and Bike Lane Bills
The New York City Council recently approved a series of transportation bills aimed at improving street safety, but the legislation has ignited a firestorm of controversy. While proponents argue the measures enhance safety, critics contend they create unnecessary bureaucracy and hinder the city’s efforts to promote sustainable transportation.
The most contentious bill,dubbed “Priscilla’s Law” (Intro 606),mandates the registration of all e-bikes,including Citi Bikes. This legislation, championed by Councilman Bob Holden, is named after Priscilla Loke, who tragically died in 2021 after being struck by an e-bike rider. However, opponents argue that registration won’t solve the underlying safety issues and that the DOT testified the bill would be ineffective.
“The bill is backed by people who believe registration would make roadways safer,” a source familiar with the legislation explained, “but it’s not supported by street safety advocates or the DOT, which testified the bill would do nothing to improve safety.” The fact that citi Bikes already display registration numbers further fuels the opposition’s argument.
Beyond Intro 606,the Council also passed Intro 104,requiring the Department of Transportation (DOT) to consult with local firehouses before constructing bike lanes – a process the FDNY already coordinates with the DOT. This, along with another similar bill, Intro 103, passed unanimously through the Transportation Committee and received full Council approval.
These measures, spearheaded by the Council’s “common Sense Caucus,” a group including all Republican council members, along with Democrats Bob Holden and Susan Zhuang, are seen by critics as undermining the city’s broader goals of reducing car dependency and streamlining DOT operations. The Caucus is known for its pro-law enforcement stance and opposition to initiatives like the mayor’s City of Yes housing plan.
- Intro 606 (Priscilla’s Law): Mandates e-bike registration.
- Intro 104: Requires DOT to contact firehouses before bike lane construction.
The passage of these bills highlights a growing tension between the city’s commitment to sustainable transportation and concerns about public safety. The long-term impact of these regulations on both e-bike usage and the city’s cycling infrastructure remains to be seen.The debate underscores the complex challenges of balancing competing priorities in a rapidly evolving urban surroundings.
NYC Misses the Mark on Bike Lane and Bus Lane Expansion
New York City’s ambitious goals for expanding its network of protected bike lanes and bus lanes have once again fallen dramatically short of expectations. For the third year in a row, the city has failed to meet legally mandated targets set forth in the Streets Master Plan, leaving advocates and commuters alike questioning the administration’s commitment to sustainable transportation.
Falling Short of the Streets Master Plan
The city’s 2024 goal was ambitious: 50 miles of protected bike lanes and 30 miles of protected or “enhanced” bus lanes. However, the reality paints a starkly different picture. Only 5.3 miles of bus lanes were completed, a far cry from the target. While 25.7 miles of protected bike lanes were built or are nearing completion, this represents only half the planned expansion.
“You know what they say, insanity is doing the same thing and expecting a different result,” one observer noted, highlighting the repeated failure to meet these legally mandated benchmarks. The lack of progress raises serious questions about the city’s commitment to the ambitious goals outlined in the Streets Master plan.
The significant shortfall raises concerns about the city’s commitment to improving public transportation and promoting sustainable commuting options for its residents. The impact extends beyond inconvenience, affecting air quality, traffic congestion, and the overall livability of the city.
NYPD’s High-Speed Chase Crisis: A Surge in Deadly Pursuits
A dramatic increase in high-speed police chases in New York City has led to a disturbing rise in fatalities, sparking public outcry and raising serious questions about NYPD policy and leadership.As 2022, the number of pursuits, and consequently, the number of resulting crashes, has skyrocketed, leaving a trail of tragedy in its wake.
Official NYPD guidelines generally discourage pursuits, stipulating that the potential danger posed by a suspect must be carefully weighed against the risks inherent in a high-speed chase. In theory, chases should be reserved for situations involving violent offenders. However, this policy has seemingly been disregarded in numerous instances. A tragic example occurred on October 22nd in Astoria,when officers from the 114th Precinct pursued a suspected burglar,resulting in a collision that tragically claimed the life of cyclist Amanda Servedio.
Servedio’s death is regrettably not an isolated incident. A recent report by The City revealed that at least 13 people have been killed in the past two years during NYPD pursuits. This alarming statistic underscores the severity of the problem and points to a systemic issue within the department.
The surge in high-speed chases began after mayor Eric Adams promoted John Chell to Chief of Patrol and Jeffrey Maddrey to Chief of department. (Maddrey has since resigned following a sexual harassment scandal, and Chell has been reassigned within the department by Police Commissioner Jessica Tisch.)
Mayor Adams has defended the NYPD’s actions, asserting that officers exercise caution and that chases are a necessary response to violent crime. “Under my term as mayor,we made a complete shift to stop letting dangerous bad people think they can commit a violent crime and just flee,” he stated. “Let’s be clear. We have far too many people who are extremely dangerous that have become comfortable.”
With a new top boss now at the helm of the NYPD, the city awaits to see whether significant changes will be implemented to address this escalating crisis and prevent further tragedies. The effectiveness of new policies and training will be crucial in determining whether the NYPD can effectively balance its pursuit of criminals with the safety of the public.
The links to The City article and the Streetsblog article about Amanda servedio are included for further reading.
NYC’s Street Failures of 2024: A Year of Missed opportunities
2024 proved a challenging year for New York City’s efforts to create safer, more pedestrian-friendly streets. Several high-profile incidents and policy decisions highlighted a concerning trend: prioritizing automobiles over people.
The Year’s Biggest Setbacks
Among the most significant failures was the scaling back of the popular Fifth Avenue holiday open street program. Instead of the three Sundays of pedestrian-only access initially planned, the city reduced it to just one. This decision, despite evidence of boosted sales during the open street events, left many questioning the city’s commitment to car-free initiatives.
Further compounding the issue,a section of the Hudson River Greenway uptown has been plagued by recurring repairs,with no permanent solution in sight. This ongoing disruption impacts both pedestrians and cyclists, highlighting a lack of proactive infrastructure maintenance.
the Department of Transportation (DOT) also faced criticism for its handling of the Bedford Slip in Greenpoint, Brooklyn.After successfully creating a pedestrian plaza during a G train shutdown, the DOT reversed course, prioritizing the concerns of a single local business – a locksmith – over the needs of the community. The result? The pedestrianized street was closed, eliminating a valuable public space.
adding insult to injury, a Staten Island roadway was widened, directly contradicting the city’s Vision Zero initiative aimed at reducing traffic fatalities. This decision underscores a troubling prioritization of vehicular traffic flow over pedestrian and cyclist safety.
the installation of electric vehicle charging infrastructure on sidewalks further cemented the city’s car-centric approach. This move, while intended to promote sustainable transportation, inadvertently reduces pedestrian space and reinforces the dominance of automobiles on city streets.
Honorable Mentions: More Setbacks for Livable Streets
The failures listed above represent only the most prominent examples of a broader trend. Several other incidents underscore the challenges faced in creating truly livable streets in NYC.
- The DOT’s decision to scale back the accomplished Fifth Avenue holiday open street program from three Sundays to just one.
- The ongoing repairs and lack of a permanent fix for a deteriorating section of the Hudson River Greenway uptown.
- The DOT’s reversal on the Bedford Slip pedestrian plaza in Greenpoint, prioritizing a single business over community needs.
- The widening of a Staten Island roadway, counter to the Vision Zero initiative.
- The installation of electric vehicle charging stations on sidewalks, further reducing pedestrian space.
These setbacks highlight the urgent need for a renewed commitment to pedestrian safety and a more holistic approach to urban planning in New York City. The newly appointed NYPD Commissioner Jessica Tisch has a significant opportunity to address these issues and prioritize the safety and well-being of all New Yorkers.
Let’s analyze this text and see how we can optimize it for clarity, engagement, and readability.
Strengths:
Compelling Topics: You’re tackling relevant and timely issues:
The city’s failure to meet biking and bus lane goals.
The rise in hazardous high-speed police chases.
Structure:
You’ve used clear headings and subheadings to organize the information. This makes the text easier to scan and digest.
data and Examples: Including concrete examples (like the Amanda Servedio case) and statistics (the number of fatalities in pursuits) adds weight to your arguments.
Areas for Improvement:
Hook: The introduction could be more captivating. Consider starting with a more direct statement about the city’s shortcomings or a hook that grabs the reader’s attention.
Tone: While informative, the tone leans a bit towards neutral objectivity. Consider injecting more emotion or urgency to emphasize the severity of the issues.
Flow:
Some sentences are a bit long and complex. Break them down for better readability.
The transition between the two main topics could be smoother.
Call to Action: The conclusion feels abrupt. Consider adding a call to action, urging readers to engage with the issue (e.g., contacting their representatives, promoting awareness).
Visuals: The image captions are a bit bare. Add more context or insight.
Here are some specific suggestions:
Introduction:
Instead of “Several high-profile incidents… highlighted a concerning trend,” try something like:
“New York City’s vision of a pedestrian-friendly future is hitting major roadblocks. Despite promises of safer streets, 2024 saw a series of setbacks that betrayed the city’s commitment to prioritizing people over cars.”
Highlight the human cost of these failures early on.
Bus Lane/Bike Lane Section:
Emphasize the consequences of not meeting the goals—worse traffic, increased pollution, etc.
Consider adding a quote from a cycling advocate or pedestrian safety group.
High-Speed Chase Section:
when mentioning the new police leadership, explain their policies more directly. what changed under their command?
Image Caption Enhancement:
Rather of: “Mourners gathered for the vigil for Amanda Servedio in October. She was killed by a driver fleeing police during a high-speed chase.”
Try: “A vigil for Amanda Servedio, whose death during a police chase highlights the tragic consequences of NYPD’s pursuit policies.”
Conclusion:
summarize the key takeaways in a more impactful way.
Include a clear call to action:
“Will the city prioritize the safety of its residents or continue down this dangerous path?”
* Link to resources where readers can learn more or get involved.
Remember to always double-check your facts, cite sources properly, and proofread carefully.
