114 MOVING FORWARD
CHAPTER 4 4 WHAT WE PLAN TO DO— PLANS, PROGRAMS, AND PROJECTS
4.1 INTRODUCTION Moving Forward is built around NYMTC’s Shared Vision for Regional Mobility as described in Chapter 1. This Shared Vision provides a strategic framework for Moving Forward’s recommended actions and project selections, as well as its speculative vision proposals. These actions, projects, and proposals provide organizational guidance for NYMTC and a blueprint for federal transportation investments in projects and planning activities. This chapter describes the five Vision Goals and their objectives in detail. Relevant trends and conditions are analyzed for each goal, and related existing programmatic initiatives are described. Additionally, short- and medium- term strategies and actions for each goal and its objectives are recommended. These actions were developed using the framework provided by the goals and their objectives, as well as the guiding principles that are part of the Shared Vision endorsed by each of NYMTC’s member agencies. The recommended short- and medium-term strategies and actions also supplement the recommended projects, programs, and studies that are described in Appendix A. 4.2 VISION GOAL - SAFETY AND SECURITY 115 MOVING FORWARD A transportation system that ensures the safety and security of people and goods across all uses and modes.
4.2.1 DESCRIPTION 4.2.2 OBJECTIVES
This goal seeks to enhance the transportation z Ensure that investments in existing
system’s safety and security in the NYMTC physical assets protect the safety of, CHAPTER 4 planning area. According to USDOT: among others, passengers and freight systems. z Safety is defined as freedom from harm z Promote safe streets and intersections. resulting from unintentional acts or z Keep transportation systems secure from circumstances. threats. z Security is defined as freedom from z Coordinate safety management, training, intentional harm and tampering that and education across jurisdictional affects both motorized and non borders. motorized travelers and may also include natural disasters. z Improve the safety and security of system operations. Transportation safety and security are not only regional goals but also national priorities: the planning factors defined in federal transportation legislation state that the development of transportation system projects through a long- range transportation plan will (1) increase the safety of the transportation system for motorized and non-motorized users, and (2) increase the security of the transportation system for motorized and non-motorized users.
The safety and security of the transportation system are integral to parts of NYMTC’s strategic vision and are also guided by NYSDOT’s SHSP, which is a major component of the federal Highway Safety Improvement Program. The evaluation of safety and security issues and trends is critical in gauging the quality and impacts of the transportation system. 116 4.2.3 RECENT TRENDS, CURRENT Figure 4-1
MOVING FORWARD CONDITIONS, AND EXISTING Safety Metrics for the NYMTC Planning Area INITIATIVES Source: NYMTC RECENT TRENDS
MOTOR VEHICLE FATALITIES AND SERIOUS INJURIES Average number of roadway 530 fatalities per year In 2018, fatalities from vehicle crashes decreased Average number of roadway
in the NYMTC planning area, with New York City serious injuries per year 5,921 CHAPTER 4 experiencing a 5.3 percent reduction in fatalities from 2017; Long Island experiencing a decrease Average number of 219 pedestrians killed per year of 1.5 percent; and the Lower Hudson Valley experiencing a decrease of 30 percent. Average number of severe pedestrian injuries per year 1,417 In 2015, fatalities in the NYMTC planning area represented 51 percent of all vehicle fatalities Average number of bicyclists 28 killed per year in New York State, a proportion that gradually declined to 46 percent in 2018. Comparatively, Average number of severe bicyclist injuries per year 432 statewide vehicle fatalities declined by 6 percent in 2018 from 2017 levels. Increase in pedestrian fatalities & 7% Motor vehicle fatalities can also be measured as severe injuries between 2017-2018 a rate of occurrences per 100 million VMT. As Decrease in bicyclist fatalities & 22% Figure 4-2 shows, since 2015, the vehicle fatality severe injuries between 2017-2018 rate has also been declining in the NYMTC planning area and statewide.
Figure 4-2 Motor Vehicle Fatalities (per 100 Million VMT) Source: Institute for Traffic Safety ManagementFatality Rateand Research per 100 (ITSMR) Million VMT
Nationwide Statewide NYMTC Region
1.19 1.17 1.14 1.15 1.13 1.11 1.10 1.10 1.08 1.03 1.03 1.02 1.01 0.98
0.91 0.91 0.87 0.94 0.95 0.96 0.91 0.92 0.84 0.78 0.83 0.84 0.81 0.77
2010 2011 2012 2013 2014 2015 2016 2017 2018 In New York City, there was a 1.2 percent decrease in serious injuries between 2017 and 2018, while 117
Long Island saw a 2.7 percent decrease, and the Lower Hudson Valley saw a 1.8 percent increase. MOVING FORWARD Overall, in the NYMTC planning, serious injuries from motor vehicle crashes decreased by 1.2 percent from 2017 to 2018; serious injuries in the NYMTC planning area represented 50 percent of serious injuries from motor vehicle crashes statewide.
Figure 4-3 shows that the rate of serious injuries per 100 million VMT has been generally declining over the years.
CHAPTER 4
Figure 4-3 Serious Injuries (per 100 Million VMT) Source: ITSMR Serious Injury Rate per 100 Million VMT
Statewide NYMTC Region
11.46 11.37 11.19
10.61 10.56 10.03 9.81 9.82 9.84
9.92 9.75 9.80 9.34 9.43 9.10 9.03 8.77 8.90
2010 2011 2012 2013 2014 2015 2016 2017 2018
NON-MOTORIZED FATALITIES AND SERIOUS INJURIES
In New York State, fatalities and serious injuries involving travelers using non-motorized modes (i.e., walking, bicycling) totaled 2,090 persons in 2018, of which there were 269 pedestrian fatalities, 1,733 pedestrian severe injuries, 30 bicycle fatalities, and 508 bicycle severe injuries. Non-motorized fatalities and serious injuries in the NYMTC planning area made up 91 percent of the statewide non-motorized fatalities and serious injuries in 2018.
MOTORCYCLE FATALITIES AND SERIOUS INJURIES
Motorcycle crashes continue to be of concern in the NYMTC planning area. While serious injuries have been slowly declining since 2016, fatalities have remained somewhat constant. In 2018, the NYMTC planning area accounted for 45 percent of motorcycle fatalities in New York State and 38 percent of motorcycle serious injuries statewide. 118 PUBLIC TRANSPORTATION SAFETY FREIGHT TRANSPORTATION SAFETY
MOVING FORWARD Given the size and importance of the transit According to USDOT’s National Strategic Freight system in the NYMTC planning area, transit Plan, increasing and shifting demand for freight safety is an important aspect of transportation transportation is straining the multimodal freight safety. As described in detail in Chapter 2, system nationally and increasing congestion and public transportation in the NYMTC planning safety risks. area is provided through an immense, inter- Chapter 4 of Appendix H, the Regional Freight related system that includes 1,381 track miles
CHAPTER 4 Element, provides a detailed description of of commuter rail; nearly 665 track miles of goods movement infrastructure in the NYMTC subway; hundreds of route miles of local, planning area. A subset of the NYMTC planning express, commuter, and intercity bus and ferry area’s roadway network, identified as “strategic routes; an aerial tramway; an extensive network freight highways,” is of particular importance to of passenger hubs, such as bus terminals and freight movement. Strategic freight highways subway transfer facilities; ferry landings; and serve as major freight gateways into and out of transportation stations where people transfer the planning area and provide access to major between modes. Service on this public transit freight-handling facilities such as seaports and network is provided through multiple jurisdictions. rail intermodal terminals in New Jersey and MTA, NJ Transit, and the Port Authority provide connections between major industrial clusters fixed-rail services. Bus transit operators include and the Interstate Highway System. Most of the MTA and several public-private partnerships in rail freight activity in the multi-state metropolitan which private operators provide service under region occurs west of the Hudson River in contract to county and municipal jurisdictions. northern New Jersey. The largest carload freight Examples include NICE, Suffolk County Transit, yards, intermodal terminals, rail-served industries, the Westchester Bee-Line System, PART, TOR, and distribution centers are in this area. Freight NYSDOT’s Hudson Link service between Rockland volumes are lower east of the Hudson River. and Westchester counties, and other service Additionally, the Port of New York and New Jersey providers. Passenger ferry services are offered is the largest container port on the U.S. East Coast, through similar arrangements or through and the third largest in the United States behind independent private companies, except for New Los Angeles and Long Beach. York City’s Staten Island Ferry. As described earlier in this section, the nature of The safety and security of the passengers this infrastructure and the movement of goods using these services are the responsibility of throughout it results in a high proportion of these service providers and the counties and goods movement via trucking mixed into the municipalities that contract for the service. regional and local traffic flows. As can be seen These services are policed by relevant local in Figure 4-4, when controlled for increases in municipal departments, as well as by the New truck VMT due to the emergence and growth of York State police. e-commerce and related business models, truck fatalities have generally decreased over the past two decades. Figure 4-4 119
Fatalities per 100 Million Vehicle Miles Traveled by Vehicle Type MOVING FORWARD Source: Federal Motor Carrier Safety Administration
3.5
3.0
2.5
2.0 CHAPTER 4
1.5
1.0
0.5
0.0 2000 2003 2006 2009 2012 2015 2018 Combination Trucks Single-Unit Trucks
CURRENT CONDITIONS
MOTOR VEHICLES CRASHES
According to the NHTSA, motor vehicle crashes are the number one safety problem in American transportation. They accounted for 94 percent of transportation-related fatalities and 99 percent of transportation-related injuries in 2018. Several underlying factors or risks are responsible for most motor vehicle crashes leading to fatalities and serious injuries in the NYMTC planning area. These factors are outlined below.
Although advancements in vehicle and roadway design have continued to improve motor vehicle safety, Traffic safety statistics show that human behavior continues to be the biggest factor for motor vehicle crashes. Between 2014 and 2018, approximately 89 percent of fatal crashes in New York State included at least one contributing circumstance related to human behavior. Road user behaviors that pose safety risks include:
z Impaired driving. Associated behaviors include operating vehicles while under the influence of drugs and/or alcohol or while impaired due to medical conditions such as sleep apnea. z Distracted driving. NHTSA defines distraction as a specific type of inattention that occurs when drivers divert their attention away from the task of driving to focus on another activity. Distractions can be technological, such as using navigation systems and cell phones, or behavioral, such as interacting with passengers and eating. z Vehicle operation. The greater the rate of speed at which a vehicle is operated, the greater the chances for death or serious injury resulting from a crash. Higher vehicle speeds also mean an increase in stopping distance. Speed-related fatalities and injuries result from crashes where a driver was either driving over the posted speed limit or at an unsafe speed for conditions. In 2018, 28 percent of all fatalities statewide were due to speeding. In the NYMTC planning area, this percentage was 20 percent. z 120 Age-related risks. The SHSP defines practices in roadway design and operations
MOVING FORWARD young drivers as those 20 years old for pedestrian safety, as well as the role that and younger. Drivers who are 65 and planning and street design play in providing older represent the older driver group. safe pedestrian environments. Participants Nationally, older and younger drivers have included engineers, planners, traffic safety and higher crash rates per VMT. For young enforcement professionals, public health and drivers, higher rates of crash involvement injury prevention professionals, and decision- are often attributed to inexperience and/ makers looking for ideas and solutions for
CHAPTER 4 or an increased propensity for risk taking. making changes to the physical environment that For older drivers, diminishing abilities improve pedestrian safety. and crash survivability are key factors to consider. Creating a culture of responsible MICROMOBILITY – AN EMERGING AREA road users is essential to making a Micromobility describes a variety of significant impact in the reduction of transportation devices, including shared crashes, fatalities, and injuries in the bicycles, shared electric scooters, and NYMTC planning area and in New York electric skateboards. Unlike cars or mopeds, State, as is the continuing application of micromobility modes do not require a license technology to reduce crashes caused by or registration. Many micromobility trips are human error. taken as part of shared systems run by private operators, and rider familiarity with these PEDESTRIAN SAFETY conveyances may vary. These modes can In July 2020, USDOT held a summit on pedestrian approach speeds upwards of 20 miles per hour, safety with the goal of providing a virtual making them too fast to comfortably share space platform to discuss pedestrian safety issues and with pedestrians. As a result, the commonly determining initiatives and actions that could accepted area to use these devices is in bicycle improve pedestrian safety. USDOT gathered lanes and other bicycle infrastructure. However, input from a diverse group of stakeholders the growth in demand has often outpaced the regarding opportunities and challenges that amount of safe infrastructure available for faced pedestrian safety and raised awareness of micromobility. initiatives and resources that were available for According to the National League of Cities, safety pedestrian safety. is a key challenge facing micromobility. In the its The Governors Highway Safety Association, report Micromobility in Cities; A History and Policy whose members are representatives of the Overview, the National League of Cities describes state highway safety offices of the 50 states, U.S. these safety challenges as follows: territories, and the Indian Nations, found that many factors outside the control of state and The emergence of micromobility options has local traffic safety officials contribute to annual inspired many cities to rethink the ways in changes in the number of pedestrian fatalities, which their transportation infrastructure including economic conditions, population might accommodate alternative modes. growth, demographic changes, weather The expansion of bicycle infrastructure that conditions, fuel prices, VMT, the amount of time accompanied the first wave of micromobility people spent walking, and changing patterns of unlocked opportunities for the current wave of drug use. dockless bikes and scooters to thrive. In turn, their rapid deployment and uptake has put NYMTC has hosted FHWA workshops for local additional pressure on cities to accommodate officials in its planning area on designing for new modes and consider safety of operation in pedestrian safety. Workshop participants have mobility corridors that were largely developed to learned about effective solutions and best accommodate single-occupancy vehicles. Similar safety issues exist for micromobility in Several factors contribute to the safety issues 121
suburban and rural settings. Indeed, suburban surrounding these modal conflicts, including the MOVING FORWARD markets represent the next phase of growth for following: micromobility companies. If electric scooters can achieve traction in lower-density, diverse z Regulation communities outside concentrated cities, they can become a staple vehicle for short-distance or | Insufficient regulation short-duration travel.1 | Difficulty and inconsistency in
enforcement CHAPTER 4 MODAL SAFETY | Differences in modal speeds Conflicts between motorists, pedestrians, and z Education micromobility users are at the heart of many safety issues. As the National League of Cities’ | Education and training in use of report indicates: micromobility modes | Driver, micromobility user, and One of the main concerns surrounding the uptick pedestrian awareness in scooter and bike use is safety. Perhaps the most controversial, and greatest pain point for | Driver education and attention city leaders is scooter operation on sidewalks. z Roadway Infrastructure Crashes between pedestrians and riders have resulted in injuries and stoked concerns in | Infrastructure design and operation cities about liability. Some of the misuse of the | Infrastructure maintenance and dockless vehicles can be chalked up to users’ condition unfamiliarity with the vehicles and the city’s regulation of their operation. | Traveler visibility | Unsafe travel behavior Every city has different rules about where bikes and dockless vehicles can be operated, and TRANSPORTATION SECURITY ultimately, it is up to the user to educate his or herself. The bike and scooter companies Transportation security in the NYMTC planning have also engaged in various efforts to educate area and the multi-state metropolitan region the public about local regulations and the is the responsibility of many agencies and dangers of riding on sidewalks. Another institutions. At the regional and local levels, challenge inherent to micromobility usage is disaster preparedness and emergency response that many communities lack the infrastructure planning are led by county, municipal, and local for alternative modes — their transportation governments that are responsible for developing networks are set up to accommodate cars. Once their own emergency management plans for their micromobility vehicles begin to occupy the street respective areas, as well as through the New York space, the car centric design of many cities State Office of Emergency Management. might result in some dangerous or hazardous interactions. In fact, cities might find that cars present a danger to micromobility vehicles on the streets, similar to the threat that bikes and scooters pose to pedestrians on the sidewalk. 122 EXISTING INITIATIVES comprehensive plan to address fatalities
MOVING FORWARD and serious injuries on the New York NYMTC as an organization, and its members City’s road network. individually, have several existing initiatives in place to address the issues of safety and security z Pedestrian and Bicycle Safety in in the NYMTC planning area. These initiatives Nassau County. This program teaches (including data collection and analysis) address middle school children about general existing risks and consider the recommendations pedestrian and bicycle safety best of the federal government, including those practices. In addition, the New York
CHAPTER 4 proposed by FHWA, FTA, and NHTSA. Coalition for Transportation Safety continues to conduct pedestrian and LEGISLATION, POLICIES, PROGRAMS, AND PLANS bicycle safety education programs/ bicycle rodeos throughout Nassau Pedestrian Safety County at schools, churches, senior z Comprehensive Pedestrian Safety Plans. centers, and at locations requested by A proactive, multi-agency initiative that local legislators. County staff work with provides $110 million for pedestrian injury prevention specialists at Nassau safety improvements across upstate University Medical Center and Winthrop New York and Long Island during the University Hospital to teach seniors next five years. The program will use an how to prevent falls that they may incur engineering, education and enforcement when they are pedestrians. campaign to enhance safety. Traffic Safety z Pedestrian Safety Campaign. NYSDOT and the New York State Department z New York State’s Strategic Highway of Health have partnered with the Safety Plan. The SHSP establishes Governor’s Traffic Safety Committee statewide highway safety goals. The on a first-of-its-kind pedestrian safety purpose of the SHSP is to promote campaign in New York State. The best practices and strategies that if campaign provides a $110 million over implemented could have a substantial five years to improving pedestrian safety impact on reducing fatal and injury across upstate New York and Long Island crashes.2 This important statewide safety through the engineering, enforcement, planning process directly guides and and education. influences the safety element ofPlan z New York City Pedestrian Safety 2045. Study and Action Plan. This study z National Highway Traffic Safety Grants. examined more than 7,000 records These grants (referred to as Section 402 of crashes that have caused serious funding) are federal funds used to support injuries or fatalities to pedestrians and state and community highway safety identified underlying causes. programs to reduce deaths and injuries. z New York City’s Vision Zero Pedestrian The Governor’s Traffic Safety Committee Safety Action Plans. Plans were released Highway Safety Strategic Plan is the in early 2015 and updated in February principal document for setting priorities, 2019 with newer data that reflect the directing program efforts, and assigning impact of NYC DOT’s street safety resources in New York State. improvements. These documents, which z Vision Zero. New York City implemented describe the Vision Zero program, outline Vision Zero beginning in 2014, based a framework for improving safety. on the premise that traffic deaths and They present a toolkit of engineering severe injuries are preventable and can interventions and are NYC DOT’s be systematically addressed rather than regarded as unavoidable “accidents.” Led behavior and responsible motor 123
by a coalition of New York City agencies, vehicle operation and include “Alive MOVING FORWARD Vision Zero involves a comprehensive at 25,” a partnership with the National program of engineering, enforcement, Safety Council for new teenage drivers. and education. Current initiatives include: | Vision Zero Street Teams and High-Visibility Enforcement. This | Speed Management. New York City, partnership between NYC DOT and following State legislative action, has the New York City Police Department
implemented the largest automated engages with the public in areas CHAPTER 4 speed enforcement program in the around priority high-crash corridors. United States, with cameras in 750 school zones; this follows a lowering | Dusk and Darkness Driver Outreach. of the default citywide speed limit This education and enforcement to 25 miles per hour in 2014 and campaign addresses the increased the retiming of traffic signals to crash rates during evenings in the fall encourage following this limit. and winter months. | Street Improvement Projects. | For-Hire Vehicle Safety. The New the NYC DOT has dramatically York City Taxi and Limousine expanded its capacity to make design Commission provides comprehensive interventions, including bicycle lanes, safety training for its licensed drivers pedestrian islands, sidewalk and and enforcement of traffic laws by curb expansions, speed bumps and its team of officers. The Taxi and cushions, and left turn traffic calming Limousine Commission also provides installations that reduce the likelihood annual recognition to the safest for- of crashes happening or the severity hire vehicle drivers, including those of those that do take place. who have worked for multiple years without any violations or collisions. | Expansion of the Bicycle Network. NYC DOT has built more than 400 | City Fleet Safety. To set an example lane miles of bicycle lanes since for responsible professional driving, the start of Vision Zero. Under the the New York City Department of Green Wave Plan, it has committed Citywide Administrative Services to building 30 miles of protected provides defensive driving training bicycle lanes annually, as well as 75 to all employees whose job lane miles in Bicycle Priority Districts responsibilities include driving a by 2022. New York City-owned vehicle. The Safe Fleet Transition Plan, released | Focused Enforcement. Vision Zero is a in 2017 and updated in 2018, has set data-focused initiative, as a result, the out requirements for the purchase New York City Police Department has of safer vehicles for the New York concentrated its traffic enforcement City fleet. In addition, the department efforts on the offenses shown to has undertaken the country’s largest injure and kill the most pedestrians program of side guard installations and cyclists: speeding, failure to yield, on its fleet vehicles to prevent a disobeying stop signs and signals, cell common type of crash involving phone usage (including texting), and pedestrians, and telematics systems improper turns. to monitor and address dangerous | Schools-Based Safety Education. driving behaviors. These specialized programs for all ages of students teach safe pedestrian | 124 Truck Safety Program. Educational Sherriff’s Office runs a special program
MOVING FORWARD videos to help improve safe driving called Buckle Up New York and conducts practices among delivery truck drivers. two major events annually for the Child | Motorcycle Safety Program. Passenger Safety Program to ensure Educational outreach to motorcyclists proper fitting and use of child car seats. and other road users to help improve z STOP-DWI and Other State Programs motorcycle safety. address impaired driving in five | Other Programs include safety areas: education/public information,
CHAPTER 4 education for senior citizens and enforcement, court-related, rehabilitation, commercial cyclists, bike helmet and probation. This program is distribution programs, print implemented in various ways in the media and radio communications NYMTC planning area. In addition, campaigns targeting dangerous several other programs address driving behavior, a truck safety task aggressive driving behavior and occupant force, improved safety standards for protection, including the Selective trade waste vehicles licensed by or Traffic Enforcement Program, Buckle Up registered with the Business Integrity New York, and Child Passenger Safety. Commission, training for MTA bus Selective Traffic Enforcement Program drivers, collaborative public health encourages jurisdictions to use local data research and data releases related to to identify problem areas and to develop vehicle crashes, and targeted seizures enforcement countermeasures that of vehicles subject to outstanding reduce crashes, injuries, and fatalities. judgments by the Office of the Sheriff. Buckle Up New York grants are for seat belt enforcement and compliance. Child z Westchester County’s Prom Safety Passenger Safety grants support child Initiative and Community Traffic passenger fitting stations, training, and Safety Program educates the public child restraint education. and promotes safe driving behaviors to reduce the number of injuries and Multimodal Programs fatalities. The County’s Plan4Safety z High Crash Corridor Programs Community Traffic Safety Awareness grant program, funded through the Governor’s | NYSDOT’s “corridor approach” Traffic Safety Committee and the NHTSA, identifies systemic improvements to is a community outreach program to bring be implemented throughout a study the message of traffic safety and injury corridor. Current corridor approach prevention to the community. The Police projects in the Long Island area Traffic Services Block Grant provides include the Hempstead Turnpike funds to local Westchester police agencies Pedestrian Safety Study, the Sunrise and Westchester County Police to conduct Highway Pedestrian Safety Study, and traffic law enforcement for motorist the Southern Parkway Nassau County violations based on agency jurisdictions’ Lane Departure Crash Analysis. traffic and crash data. | Putnam County is undertaking a z The Police Traffic Services Block Grant Commercial Corridors Feasibility Program, underwritten by the Governor’s Study for nine commercial corridors. Traffic Safety Committee, funds The study will consider safety issues communities in Rockland County to bring and other improvements. the message of traffic safety to residents. | New York City has designated a In May of each year, the Rockland County network of priority intersections, corridors, and areas based on rates suburban counties pedestrian safety 125
of pedestrians killed or seriously initiatives in place for older residents. MOVING FORWARD injured in collisions as part of its These programs examine crash data Vision Zero program. and other variables such as senior trip generators, concentrations of z Intersection Improvement Projects senior centers, and senior housing range from adjusting the timing of traffic locations, and develop and implement signals to major road reconstruction. mitigation measures in these areas to
Locations are studied and consider such
improve the safety of seniors and all CHAPTER 4 issues as accident history and pedestrian road users. NYC DOT has developed and vehicle traffic volumes to determine several Senior Pedestrian Focus Areas the best treatment to maximize for implementation of safety projects; pedestrian safety. Treatments being NYSDOT has a number of initiatives implemented include: retiming traffic in Nassau and Suffolk counties; and signals; adding crosswalks or upgrading Westchester County has a Livable existing crosswalks for higher visibility; Communities Collaborative for Aging restricting parking near the intersection; Services that works on addressing senior installing pedestrian signals; installing pedestrian issues. new signs, such as No Turn On Red or z Safe-Routes-to-Transit is a New York Turning Vehicle Yield to Pedestrians; City initiative to improve pedestrian and adding pavement markings in advance motor vehicle movement around subway of a crosswalk; and adding pedestrian entrances and bus stops to increase the refuge islands and curb extension. accessibility, safety, and convenience z Safe-Routes-to-School originated in New of mass transit. The Safe-Routes-to- York City and was adopted nationally as a Transit program identifies high priority federally funded program. Through Safe- locations through crash data analysis Routes-to-School, NYC DOT has identified and transit rider counts. At high priority 270 priority schools and recommended locations, NYC DOT implements safety and implemented several safety and accessibility improvements such as improvements citywide. On Long Island curb extensions, bus boarding islands, and in the Lower Hudson Valley, Safe- and sidewalk construction. Routes-to-School workshops have been z Some of NYMTC’s members and several held in many communities and schools, local municipalities have applied and several programs and projects have Complete Streets provisions in their been implemented. Several Westchester project development process to ensure County municipalities and school districts that safety, mobility, and accessibility have implemented Safe-Routes-to- are fully considered. The ability of School programs that involve capital municipalities to identify opportunities for improvements and noninfrastructure Complete Streets features, and ultimately programs such as education campaigns to install them, are important to achieving and encouragement efforts. Within safer and more sustainable communities. Rockland County, municipalities and school districts have received Safe- Routes-to-School grants for safety education, including surveys of students and parents and programs on safe walking and bicycling to and from school. z Safe-Streets-for-Seniors is one of New York State, New York City, and NYMTC’s 126 Public Transportation improvements that are targeted to
MOVING FORWARD address local traffic conditions. The z Transit providers in the NYMTC planning implementation of all technologies area (identified inChapter 2) have has significantly enhanced safety in established safety programs to achieve the communities served by MTA LIRR the highest practical level of safety for all and MNR. modes of transit. To protect passengers, employees, revenues, and property, all | The MNR TRACKS Program is a safety transit systems are required to develop education community outreach
CHAPTER 4 and implement a proactive system safety program designed to promote safe program plan. behaviors at or around railroad grade z Rail Crossing Safety—at-grade rail crossings and tracks. MNR’s program crossing initiatives include: provides in-classroom presentations or informational tables to schools | Rockland County has developed a (K-12), summer camps, community plan to install supplemental safety and civic groups, driving schools measures—primarily four-quadrant (professional and non-professional), gate systems—at 14 roadway-rail and busing and trucking companies. grade crossings along the West Shore The objective of this program is to (River) freight line where several educate as many drivers, passengers, accidents have occurred over the pedestrians, and individuals that years. The project uses federal grant live and/or work in or around the funds and state and county funds; communities that MNR serves. construction is in progress. | NTSDOT manages the Railway- | MTA’s LIRR and MNR have been Highway Crossings (Section 130) working at either eliminating or Program. This program provides improving the safety of at-grade federal funds to eliminate hazards railroad crossings. As of 2018, at public railway-highway crossings. MTA LIRR had 296 grade crossings The Section 130 Program has been throughout its system where the correlated with a significant decrease safety markers were installed. Grade in fatalities at railway-highway grade crossings have been removed as part crossings. New York’s Grade Crossing of the MTA LIRR Expansion Project. Program focuses on improving safety at existing public highway- The Federal Railroad Administration railroad crossings primarily through has recognized LIRR for a nation- the installation of warning devices, leading program that has including installation or replacement dramatically improved railroad safety of active warning devices (flashers using flexible delineators at railroad and gates), track circuitry crossings and enhanced GPS alerts. improvements, interconnections with The delineators and a partnership highway traffic signals, and crossing with Google/Waze have in their first surface improvements. year virtually eliminated the problem of motorists inadvertently turning onto tracks. MNR is also adopting this integration program along with its ongoing safety initiatives, including traffic signal preemption and undertaking roadway/traffic 127 MOVING FORWARD
CHAPTER 4 128 Freight Transportation Transportation Safety Data Tools
MOVING FORWARD As part of its Vision Zero safety programs, New Transportation safety data are at the center of York City hosts a truck safety task force with the evaluation of safety issues and the planning private industry fleets and holds an annual Fleet and implementation of safety programs. Federal Safety Forum that brings together private and transportation legislation emphasizes a data- public fleet operators with safety advocates driven approach to safety planning. This approach and technology providers to work together involves gathering and analyzing data, identifying to improve fleet safety. New York City also needs, and investing safety funds accordingly.
CHAPTER 4 maintains a Truck Safety Toolkit for vehicle Some of NYMTC’s major tools/data systems used operators and fleet owners.3 in safety planning are described below.
New York State has adopted the Federal z The Accident Location Information Motor Carrier Safety Regulations found in 49 System is a web-based geographic CFR. The New York State Motor Carrier Safety information system (GIS) application Assistance Program promotes highway safety developed and hosted by NYSDOT. This and reduces commercial vehicle related crashes system allows users to access motor and hazardous materials incidents by removing vehicle crash data through custom unsafe trucks, unsafe loads, and unqualified queries and analyze the data with several drivers from the highways.4 reporting options and formats. Transportation Security z NYC DOT developed the Traffic Safety Data Viewer to allow easy access to NYMTC members are involved in ongoing detailed data by planners, analysts, and coordinated efforts to protect the overall and project managers in a user-friendly transportation system and respond as required interactive map format. Users can to unforeseen natural events and disasters. display all injury and fatality data on a These efforts include yearly participation in map of New York City or can generate simulation exercises of emergency situations to an analysis of the crash history for a train personnel for such events. At the regional given location. The Safety Data Viewer and local levels, disaster preparedness and application provides functionality for post emergency response planning are led by county, implementation effectiveness analysis municipal, and local governments that are to allow a quick safety impact analysis responsible for developing their own emergency of projects to inform future work. This management plans for their respective areas, feature outputs a tailored report that as well as through the New York State Office of compares age, mode, time of day, and Emergency Management. other crash characteristics. z The Governor’s Traffic Safety Committee funded the Institute for Safety Management and Research to design and develop a traffic safety repository that is publicly accessible via the internet. The Institute then built a system known as the Traffic Safety Statistical Repository that captures crash and police ticket data. 4.2.4 RECOMMENDED STRATEGIES DATA COLLECTION, FORECASTING, AND 129
AND ACTIONS PERFORMANCE ASSESSMENT MOVING FORWARD
The regulations detailed at 23 CFR 450.324 z Develop a comprehensive data collection govern the development and content of the and reporting system for safety and metropolitan transportation plan and contain the security in the planning area. following requirement: PLANNING PROCESS RECOMMENDATIONS
The transportation plan shall include both
z Expand the Safety Advisory Working CHAPTER 4 long-range and short-range strategies/actions Group to include security-related that provide for the development of an agencies and organizations. integrated multimodal transportation system z (including accessible pedestrian walkways and Coordinate joint security exercises bicycle transportation facilities) to facilitate between transit agencies and the safe and efficient movement of people neighboring jurisdictions via the and goods in addressing current and future Metropolitan Area Planning (MAP) Forum. transportation demand. z Encourage common crosswalk standards among NYMTC’s members responsible Several categories of short- and medium- for roadway operations. range strategies and actions recommended in z Encourage consideration of roundabouts pursuit of this Vision Goal are described below. among NYMTC’s members responsible Additionally, specific projects, programs and for roadway operations. studies recommended for funding in the fiscally constrained element of Moving Forward, as well PROGRAM RECOMMENDATIONS as those recommended for future consideration in the speculative vision element of the Plan, z Regional guidance programs: appear in Appendix A. | Develop a common safe streets/ intersections guidebook for all PLANNING AND RESEARCH INITIATIVES jurisdictions in the planning area. z Research recommendations: | Coordinate customer alert systems to notify of relevant events in a | Assess safety and security needs in timely manner. the suburban subareas modeled after | the process used in New York City. Coordinate and enhance equitable safety-related traffic programs in the | Inventory current and developing vicinity of schools. technology that can be used to improve safety and security. z Education and training programs: | Identify potential funding sources for system security and safety and | Expand safety education programs security training. and public awareness campaigns. | Conduct a gap analysis on monitoring | Coordinate and enhance safety and surveillance to deter threats education and programs in the and identify coordination needs for suburban subregions. transportation system security. | Execute training for multi-agency safety and security coordination and/ z Support the creation of contingency plans or develop a common guidebook. for disruptive events or in anticipation of | Expand safety and security training major roadway or transit closures. programs for local municipalities and communities. 130 MOVING FORWARD
CHAPTER 4
4.2.5 PERFORMANCE METRICS z Serious Injury Rate (per 100 million vehicle miles traveled). Five-year moving Regulations at 23 CFR 450.324 govern the average of the number of serious injuries development and content of the metropolitan divided by the five-year moving average transportation plan. These regulations contain of VMT. the following requirement: z Number of Non-Motorized Fatalities and Serious Injuries. Five-year moving A description of the performance measures average of the count of the number of and performance targets used in assessing the non-motorized fatalities and serious performance of the transportation system. injuries on all public roads for a calendar year. Data come from NHTSA’s FARS. The safety performance measures listed below respond to federal transportation performance z Public Transportation Fatalities. Total management requirements (23 CFR Part 490) number of fatalities reported to the described in this chapter and will assist in National Transit Database and rate per measuring progress toward this Vision Goal total vehicle revenue miles by transit mode. and its objectives, and in informing investment z Public Transportation Injuries. Total decisions. number of injuries reported to the National Transit Database and rate per total vehicle z Number of Fatalities. Five-year moving revenue miles by transit mode. average of the count of the number of z Public Transportation Safety Events. Total fatalities on all public roads for a calendar number of safety events reported to the year. Data comes from NHTSA Fatality National Transit Database and rate per Analysis Reporting System (FARS). total vehicle revenue miles by transit mode. z Fatality Rate (per 100 million VMT). Five- z Public Transportation System year moving average of the number of Reliability. Mean distance between major fatalities divided by the five-year moving mechanical failures by transit mode. average of VMT. z Number of Serious Injuries. Five-year moving average of the count of the number of serious injuries on all public roads for a calendar year. Data come from NHTSA’s FARS. 4.3 VISION GOAL - RELIABLE AND EASY TRAVEL 131 MOVING FORWARD A transportation system that is maintained, operated, and coordinated to better enable inclusive, reliable, easy, accessible, and seamless travel across the region while striving to enhance equity in the services provided..
4.3.1 DESCRIPTION National transportation goals include
maintaining the highway infrastructure asset CHAPTER 4 This goal seeks to maximize the service life system in a state of good repair. Additionally, one of the existing transportation system with of the federal transportation planning factors the resources available by systematically and emphasized in Moving Forward and throughout strategically operating, maintaining, and replacing the planning process is the preservation of the transportation assets based on need. It also existing transportation system. seeks to ensure the integration of the various components of the transportation system in Federal transportation legislation requires the NYMTC planning area to enable the reliable, performance measures by which states and accessible, and seamless movement of people MPOs can assess the condition of pavement and goods. The regional transportation system on Interstate highways and the NHS, as well as represents an enormous public investment the condition of bridges on the NHS. Also, as that is essential to the environment, economy, part of the performance management process, and quality of life in the NYMTC planning area. transit operators are required to produce TAM Protecting this investment means maintaining the plans with performance measures and targets. entire system in a state of good repair. Maximizing Collecting data is important to the efficient this investment means optimizing the system so preservation, maintenance, and operation of that it is as integrated and seamless as practical. all modes and allows decision makers to make Doing so ensures that infrastructure, facilities, and strategic and timely investments. For example, equipment function well for their entire design deferring pavement maintenance can result in life and minimize costs over their life cycle while higher needed investments in the pavement in providing reliable and accessible travel. the long term.
Maintenance includes activities such as repairing Chapter 5 of Moving Forward forecasts that, on buses; maintaining landscaping; clearing snow, average during the planning period, roughly ice, and debris from roadways; and building $26 billion (in year-of-expenditure dollars) of and maintaining transit facilities, sidewalks, reasonably expected federal, state, and local and all-season trails. Preservation includes the transportation funding will be spent annually repair or replacement of pavement, bridges, for repair and replacement of the existing transit equipment, and infrastructure and other system, including major infrastructure such as infrastructure to support the safe and efficient pavement, bridges, bus and rail fleets, park-and- use of these facilities. Roadway operations rides, transit stations, and stops and shelters. In include incident response such as NYSDOT’s addition, as Chapter 5 details, facility owners and Highway Emergency Local Patrol system, traffic service providers will spend approximately $31 signal operations, and operation of the regional billion in year-of-expenditure dollars annually, on traffic management center (including the variable average, to operate and maintain the federally message signs and advisory speeds). Transit supported transportation system in the NYMTC operations include providing the day-to-day planning area. service of buses, subway, commuter rail, and various paratransit services. 132 4.3.2 OBJECTIVES RECENT TRENDS AND CONDITIONS MOVING FORWARD z Rebuild/replace and modernize the ROADS AND BRIDGES assets that comprise the region’s The NYMTC planning area includes more than vast transportation infrastructure for 50,000 lane miles of interstates, arterials, passengers and freight. collectors, and local roadways that serve its z Improve first- and last-mile access residents, employees, and visitors, and move to transit. goods used by residents and businesses. Many
CHAPTER 4 z Provide more frequent and reliable of these roadways are heavily used despite their transit service. advanced age. z Improve accessibility to the Local roadways make up 80 percent of the transportation system for users of all NYMTC planning area’s public space and are abilities. used by all modes—personal vehicles, buses, z Invest in improving the integration of the cyclists, and pedestrians. Additionally, 3,284 multimodal transit network. bridges of all types serve the NYMTC planning area, including more than 30 major bridges z Improve the integration of freight modes crossing navigable waterways. Among the major and facilities. bridges connecting various parts of the planning z Invest in collection and sharing of quality area and other parts of the region are the George transportation data. Washington Bridge; the Verrazzano-Narrows z Promote equitable transportation Bridge; the Governor Mario M. Cuomo Bridge; opportunities for all populations the Robert. F. Kennedy Bridge; four East River regardless of age, ability, race, ethnicity, bridges—the Brooklyn Bridge, the Manhattan or income. Bridge, the Williamsburg Bridge, and the Ed Koch Queensboro Bridge; the Goethals Bridge; the 4.3.3 RECENT TRENDS, CURRENT Outerbridge Crossing; the Bayonne Bridge, and CONDITIONS, AND EXISTING the Bear Mountain Bridge. INITIATIVES Additionally, four major vehicular tunnels Chapter 2 describes the various components of provide intra- and inter-regional transportation the transportation system in the NYMTC planning connections: the Lincoln and Holland tunnels area. As can be discerned from that information, connect New York City with New Jersey; the the system is extensive and requires significant Queens-Midtown Tunnel connects Queens investments to preserve and maintain it in a state to Manhattan; and the Hugh L. Carey Tunnel of good repair. The following sections provide connects Manhattan and Brooklyn. information on the current conditions, potential risks in not maintaining and/or preserving the transportation system, and existing initiatives to meet preservation needs. PUBLIC TRANSIT BUS TRANSIT 133
As detailed in Chapter 2, the regional transit z MTA NYCT’s 4,428 buses (running on MOVING FORWARD system in the NYMTC planning area includes the compressed natural gas, diesel-electric, following subway and commuter rail, bus, and and diesel) service all five boroughs on ferry systems. The systems identified here are more than 200 local and 30 express routes. ones that are owned/operated by designated z Westchester Bee-Line System recipients who qualify for federal funding under operates 60 routes and has a fleet of Title 49 U.S.C. 325 vehicles (diesel and hybrid-diesel), CHAPTER 4 consisting of 30-, 40-, and 60-foot buses. SUBWAY/COMMUTER RAIL Paratransit service is also provided using z With 6,600 passenger cars, MTA NYCT approximately 100 paratransit vehicles. has the largest fleet of subway cars in z TOR provides service along 10 routes the world. The agency has more than using a fleet of 43 diesel, hybrid-diesel, 665 mainline track miles comprising 27 and gasoline buses. subway lines with 472 stations. z PART provides fixed-route service along z MTA LIRR comprises more than 700 4 routes using a fleet of 14 diesel and miles of track on 11 different branches. hybrid-diesel buses. It also provides It serves 124 stations along 320 route paratransit service using 9 paratransit miles, of which 290 route miles are vehicles. electrified. It operates a fleet of 1,157 rail z NICE has a fixed-route fleet with 278 low- cars, which are a combination of electric emission compressed natural gas buses and diesel. that operate on a network of 38 fixed z MTA MNR is the largest commuter routes. NICE also provides paratransit railroad in the country, operating 5 service using 108 paratransit vehicles. lines in the New York metropolitan area z Suffolk County Transit includes a fixed- over 385 route miles with a total fleet route system of 42 routes using a bus of 1,288 rolling stock units. MTA MNR fleet of 113 buses and 235 cutaway serves 124 stations across New York buses. and Connecticut. Additionally, the two z Long Island Municipal Systems lines operated by NJ Transit west of the Hudson River serve an additional 25 | City of Long Beach operates both stations in New Jersey. fixed routes and paratransit services In addition to the maintenance and using 11 buses and 4 paratransit replacement of rolling stock and tracks vehicles. and the maintenance of stations | Huntington Area Rapid Transit mentioned above, these operators have operates both fixed routes and maintain and/or replace other parts of paratransit services using 12 buses the infrastructure, including passenger and 12 paratransit vehicles. stations; parking facilities (MTA LIRR and For the systems listed above, asset MNR); communications and signals; line management includes passenger facilities structures such as bridges, viaducts, (stops and stations), maintenance culverts and tunnels; power systems; shops facilities (garages and shops), and non- and yards; and administrative facilities. revenue vehicles. 134 FERRY SERVICE TRANSPORTATION SYSTEM MANAGEMENT AND
MOVING FORWARD OPERATIONS z Staten Island Ferry operates nine vessels on a dedicated 5.2-mile route Transportation System Management and between the St. George Terminal in Operations (TSM&O) strategies, programs, and Staten Island and the Whitehall Terminal improvements can lead to safer roads, reduced in Lower Manhattan. The ferry system vehicular travel demand, less traffic congestion, also includes maintenance facilities, and higher transit utilization. Many TSM&O passenger facilities, maintenance systems are in place in the NYMTC planning area.
CHAPTER 4 equipment, and non-revenue vehicles Expanding these systems and programs could that require maintenance and/or affect VMT and help to enhance the reliability replacement (at some point). and efficiency of the transportation system and provide better accessibility to services and ease The condition of the various asset types that of travel. Figure 4-5 shows the VMT trend in the make up the regional transit system is critical NYMTC planning area for 2010–2019. to meeting the enormous transportation needs Among the systems implemented in the and demands of the NYMTC planning area. NYMTC planning area are various types of Maintaining assets in a state of good repair ITS, web-based traveler information services is key to the provision of safe, reliable, easy, such as 511NY, more integrated roadway accessible, and seamless public transportation. and transit management and operations, State of good repair and normal replacement of active transportation demand management, assets including operating equipment, support and programs that promote alternatives to equipment, facilities, and other fixed assets SOV travel (e.g., transit, ridesharing, parking and are guided by the internal policies of each management programs, telework). As forecast in agency with overarching guidance from FTA and Chapter 5, approximately $269 million in year- the Federal Railroad Administration (in the case of-expenditure dollars will be spent annually in of MTA’s LIRR and MNR). Transit agencies in supporting TSM&O programs and projects during the NYMTC planning area monitor their assets the planning period. through their respective TAM plans.
NON-MOTORIZED TRANSPORTATION
Appendix B of Moving Forward fully explores the current availability and condition of the pedestrian and bicycle facilities in the NYMTC planning area. NYMTC’s member agencies and the cities, towns, and villages in its planning area have made significant strides in improving infrastructure for these non-motorized transportation modes. In the NYMTC planning area, over the last six years more than 70 miles of shared-use paths and greenways, 175 miles of on-street bicycle lanes, many miles of sidewalks and hiking trails, and various bicycle- and scooter-sharing programs have been added to more than 500 miles of existing protected on- street bicycle lanes. Figure 4-5 135
VMT Trend in the NYMTC Planning Area (2010–2019) MOVING FORWARD Source: NYSDOT
NYMTC Planning Area Daily VMT (’000s) 162,000 160,000 158,000
CHAPTER 4 156,000 154,000 152,000 150,000
Daily VMT (’000s) 148,000 146,000 144,000 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 Year
FREIGHT TRANSPORTATION
As described in Moving Forward’s Regional Freight Element (Appendix H), a wide range of commodities move into, out of, through, and within the multi-state metropolitan region by trucks operating on roadways, railcars operating over rail lines and through rail terminals, ships and barges operating through ports, freight and passenger aircraft operating at airports, and pipelines. The facilities and equipment involved are owned, operated, and maintained by various government agencies and private organizations. Collectively, this system moves more than 300 million tons of freight worth more than $430 billion dollars to, from, and within the NYMTC planning area annually, with around 90 percent moving by truck. 136 CURRENT CONDITIONS CLIMATE CHANGE
MOVING FORWARD AGING TRANSPORTATION SYSTEM Climate-related severe weather events will continue to have impacts on regional As the NYMTC planning area continues to grow, transportation infrastructure. Continued and the transportation network must be continuously enhanced system maintenance, repairs, and maintained and modernized. Both the roadway preservation will increase the resiliency of and transit systems are old, and one of the regional infrastructure. Climate change poses biggest challenges has been preserving the an immediate and long-term threat in terms of
CHAPTER 4 transportation system. increased extreme weather events that will affect Protecting and maintaining the existing aging the reliability and capacity of the transportation and large transportation system includes: network. Flooding, for example, results in road closures, damage to infrastructure, disruption z Pavement maintenance, rehabilitation, of traffic patterns, and an increase in travel and reconstruction times and VMT as drivers seek alternate routes. z Bridge maintenance, rehabilitation, and Also, as seen in the NYMTC planning area in the replacement past, flooding severely affects the transit and commuter rail systems. z Preservation of the public transportation system (replacement of public COORDINATION AND ACCESS transportation buses, vans, and rail cars) z Maintenance and preservation of other Coordination among the regional transit transit amenities and facilities providers is essential to ensure that the transit system functions seamlessly and offers reliable z Preservation of other elements of the and accessible service. Coordination efforts transportation system (including bicycle have included identifying opportunities for and pedestrian facilities and ITS) timely transfers, providing locations for transfers between paratransit services and fixed routes, FUNDING and connecting services offered by different The resources to maintain the transit system providers. This includes coordination with in a state of good repair, preserve the roadway services that connect to areas outside the NYMTC system, and implement system enhancements planning area, when necessary. continue to far outweigh available funding. This represents a major challenge in meeting the FARE INTEGRATION needs of the growing planning area and keeping One of the major challenges facing the NYMTC the transportation system fully functional. planning area is fare integration that will allow Capital transportation infrastructure needs for better coordination between various transit the NYMTC planning area are estimated to total systems and easy, reliable, and seamless travel nearly $800 billion in YOE dollars. for customers. Studies of fare integration in the United States, Western Europe, Australia, and SAFETY AND SECURITY Israel found that simplifying fare payment across As discussed above in Section 4.2, the safety multiple agencies and introducing new modes and security of the transportation system is a of payment resulted in notable increases in major challenge for NYMTC. Continued system transit ridership.5 Additionally, New York City’s preservation strategies will also help to keep the Where We Live NYC report6 suggests that certain transportation system safer and more secure, fare structures “are not designed to maximize e.g., hardening of the system will ensure that ridership or mobility among city residents, ease of travel and accessibility are achieved in including low-income residents who rely on public the event of natural or human-made disasters. transit.” Among other advantages, the integration of fare payment systems on public transit is COORDINATION WITH TRANSPORTATION 137
important for efficiency, reliability, customer NETWORK COMPANIES MOVING FORWARD satisfaction, and multimodal trip planning. TNCs, such as Uber and Lyft, and other ride- hailing companies can impact local transit ACCESSIBILITY service. Improved coordination with these Like other metropolitan areas, public operators is necessary as the trend toward transportation access for all populations is also usage of these transportation choices by the a challenge in the NYMTC planning area. In some public increases. This is especially important areas, gaps in services may affect minority and for first- and last-mile travel options for users CHAPTER 4 low-income populations; in other cases, options of the transportation system. Westchester for people with disabilities may be limited. These County recently completed a study on first and issues are further investigated in the Coordinated last mile connections, concluding that “The Public-Transit Human Services Transportation research and case studies presented in this Plan found in Appendix F. report clearly demonstrate that innovative and creative approaches to addressing first/last mile COORDINATION WITH HUMAN SERVICES PROVIDERS connections have been implemented across the United States through the use of TNCs.”7 The issue of coordination with human services providers is also examined in the Coordinated Public Transit–Human Services Transportation Plan found in Appendix F. The NYMTC planning area has a variety of human service options, so the need for transportation services is very real for clients of these agencies. While existing human service organizations and public transportation agencies work to coordinate transportation efforts, additional coordination is possible. z 138 EXISTING INITIATIVES The TAMP helps to guide the system
MOVING FORWARD preservation needs assessment and Over the years, maintaining and preserving strategies. The required elements of the the existing transportation system has been a TAMP include the following: central theme of NYMTC as an organization and its member agencies individually. In previous | A summary listing of the pavement versions of NYMTC’s regional transportation plan and bridge assets on the NHS in the and in Moving Forward, the largest expenditure state, including a description of the has been/continues to be system preservation condition of those assets CHAPTER 4 and maintenance. Existing initiatives in the | Asset management objectives and NYMTC planning address existing needs. measures Additionally, there are efforts across the NYMTC planning area to institute plans and programs to | Performance gap identification make the transportation system more efficient | Life-cycle cost and risk management and integrated. analysis | A financial plan ASSET MANAGEMENT PLANS | Investment strategies One of the primary goals of transportation asset management is keeping the infrastructure in a z Transit Asset Management Plan state of good repair. Federal legislation requires (TAM) – Public Transportation. Public that owners/operators of the highway and public transportation agencies that own, transportation systems have structured asset operate, or manage capital assets used in management plans in place to enable federal the provision of public transportation and funding for system preservation and normal receive federal financial assistance under replacement of assets. 49 U.S.C. Chapter 53 are designated either as recipients or subrecipients and z Transportation Asset Management Plan are required to develop a TAM plan. 8 (TAMP) – Highways and Bridges. The According to FTA, the TAM plan is a tool TAMP developed by NYSDOT addresses that will aid transit providers in: the requirements in the current federal | Assessing the current condition of its legislation and addresses pavements capital assets. and bridges on the NHS. Local agencies that maintain portions of the NHS do so | Determining what the condition and by applying state and local investment performance of its assets should be strategies and available financial resources. (if they are not already in a state of NYSDOT owns and maintains about 74 good repair). percent of the NHS, with the remainder | Identifying the unacceptable risks, split between the New York State Thruway including safety risks, in continuing to Authority and local agencies. use an asset that is not in a state of good repair. | Deciding how to best balance and prioritize reasonably anticipated funds (revenues from all sources) towards improving asset condition and achieving a sufficient level of performance within those means. As required, the TAM plans prepared by NYMTC members include an asset inventory, condition 139
assessments of inventoried assets, and a prioritized list of investments to improve the state of good MOVING FORWARD repair of their capital assets. The regulations grouped transit providers into two tiers as shown in Figure 4-6.
Figure 4-6 Tiers of Transit Providers
Source: https://www.transit.dot.gov/TAM CHAPTER 4
Transit Provider—Tier I Transit Provider—Tier II
Operates Rail Subrecipient of 5311 Funds —OR— —OR— Vehicles Across All American Indian Tribe ≥101 Fixed Route Modes —OR— —OR— Vehicles in One Vehicles Across All ≥101 Non-Fixed Route Mode ≤100 Fixed Route Modes —OR— Vehicles in One ≤100 Non-Fixed Route Mode
HIGHWAY AND BRIDGE PROGRAMS
z NYSDOT Asset Management Principles. Based on its TAMP, NYSDOT’s asset management approach focuses on system preservation and keeping as much of the system as possible in good condition. According NYSDOT, asset management must focus on a balance of the entire system, not just the NHS, and management of the entire system requires a balanced asset management approach. NYSDOT’s asset management business structure is based on:
| Improving the quality of investment decisions – deliver projects that impact conditions, enhance mobility, and facilitate resilience. | Leveraging existing data and tools – minimize initial investment and time needed to implement new practices by using current data and technology, more extensively and uniformly across the state. | Establishing collaborative relationships across NYSDOT – break through organizational cultures and data stovepipes. | Employing transportation asset management guidance developed by the American Association of State Highway and Transportation Officials – start with what is available now and work to improve. | Adopting a systems approach – deliver the best possible results to the most system users. The state will continue to improve its investment strategy through improvements in data collection, modeling software, organizational efficiency, management of risks, and overall asset management capabilities to ensure that it is making the best use of its available resources. z | 140 Fiscally Constrained Programs and The “Transform the Subway”
MOVING FORWARD Projects. Virtually all the projects and component includes new signal programs in NYMTC’s TIP and the segments, accountable station fiscally constrained element ofMoving management, a subway action Forward advance NYMTC’s Vision Goal to plan, new subway cars, and the maintain, operate, and coordinate the OMNY system. Additionally, transportation system to better enable communications-based train control, reliable, easy, accessible, and seamless a state-of-the-art signal system, is
CHAPTER 4 travel across the region. This includes being implemented. improving pavement conditions, bridge | The “Reimagine the Bus Network” conditions, or sidewalk infrastructure. component includes new routes, installation of audio-capable bus signs, See Appendix A for a full listing of proposed enforced bus lanes, and new buses. projects, programs, and studies. | The “Accelerate Accessibility” component includes a new Access-A- TRANSIT PROGRAMS Ride scheduling and dispatch system, z Normal replacement programs. As more accessible stations, and better evidenced in the TIP and Moving Forward, system information. all transit agencies and commuter rail systems in the NYMTC planning area are PROGRAMS TO IMPROVE SEAMLESSNESS pursuing normal life-cycle replacement of AND COORDINATION their equipment and facilities based their z Transportation Demand Management TAM plans. (TDM). Many TDM programs are currently z Contactless fare payment and fare in operation in the NYMTC planning area. integration. One Metro New York Foremost among these is the Rideshare (OMNY) is MTA’s new contactless fare program. Continued operation of this payment system. The switch to OMNY is program will provide travelers a more expected to allow for better integration integrated, convenient, and accessible with other regional transit services and transportation network. will enable all-door boarding on city z Other TSM&O Initiatives. In addition buses, which could significantly speed to TDM programs, other system up bus service by reducing boarding management and operations times. Fare integration has already been management initiatives include: arranged in the NYMTC planning area, for example, between MTA NYCT and | Traffic Management Centers Westchester’s Bee-Line System. | Regional operation coordination z MTA’s Fast Forward Plan.9 This plan is through TRANSCOM built around four priorities: Transform | Signalization programs across the the Subway; Reimagine the Bus Network; NYMTC planning area Accelerate Accessibility; and Engage and | Incident response through the Empower Employees. The first three Highway Emergency Local Patrol of these priorities include projects that system will keep the transit system in a state of good repair and ensure the reliability, accessibility, and ease of travel in the NYMTC planning area. z z Pedestrian/Bicycle programs. Walking The Metropolitan Rail Freight Council’s 141
and bicycling are integral parts of life Rail Freight Action Plan is a plan to grow MOVING FORWARD in the NYMTC planning area, providing rail freight capacity and volumes, invest residents with the means for commuting in and preserve rail freight infrastructure, and travel for recreational purposes. The create quality jobs, promote Pedestrian-Bicycle Element in Appendix B environmental sustainability, create an fully describes the efforts being made to infrastructure bank, and ensure a more maintain, operate, and coordinate non- resilient freight supply chain for the New
motorized travel in the planning area York City metropolitan area. CHAPTER 4 to ensure that it is integrated into the z The Port Authority’s Port Master Plan transportation system. 2050 is a comprehensive and flexible roadmap that charts the course for FREIGHT PROGRAMS future growth and development at the As described in Chapter 6 of Moving Forward’s Port of New York and New Jersey. The Regional Freight Element (Appendix H), a series 30-year plan takes a holistic look at the of existing programs and planning initiatives port, including cargo container facilities, seek to maintain and preserve the existing automobile terminals, dry and liquid bulk freight transportation system and improve the cargo operations, cruise terminals, and integration of freight modes and facilities. These ferry landings and maps out the next programs and initiatives are outlined below. generation of land use and infrastructure development projects that will allow z The Port Authority has developed a the port to remain among the nation’s regional Goods Movement Action leading maritime gateways. Program (G-MAP) that outlines a z New York City’s Smart Truck comprehensive agenda of operational, Management Plan is NYC DOT’s plan regulatory, and investment priorities that to improve the safe, reliable, and can assure more efficient and sustainable environmentally responsible movement performance of essential goods of goods by enhancing street efficiency. movement to support regional trade, z The New York City Economic commerce, and consumer needs. Development Corporation’s Freight NYC z The primary purpose of the Port plan will overhaul New York City’s aging Authority’s Cross Harbor Freight freight system by creating thousands of Program is to improve the movement jobs, modernizing infrastructure, and of rail freight across New York Harbor to reducing shipping costs. These programs west-of-Hudson areas. By improving the complement the NYC Smart Truck movement of goods across the harbor, Management Plan. the project will provide near- and long- z JFK Air Cargo Market Analysis and term improvements to the regional Strategic Plan is a multi-tiered cargo freight network, reduce truck traffic modernization plan for JFK Airport. congestion, improve air quality, and provide economic benefits. | 142 4.3.4 RECOMMENDED STRATEGIES Inventory freight facilities and
MOVING FORWARD AND ACTIONS services throughout the planning area and integrate the results of the The regulations detailed in 23 CFR 450.324 freight-related land use inventory. govern the development and content of the | Inventory potential funding sources metropolitan transportation plan and contain the for transit operations and improved following requirement: transit accessibility. | Identify potential funding sources for The transportation plan shall include both CHAPTER 4 long-range and short-range strategies/actions integration of freight modes. that provide for the development of an z Develop a transit access plan for the integrated multimodal transportation system entire planning area and perform a (including accessible pedestrian walkways and benchmarking exercise of transit systems bicycle transportation facilities) to facilitate across the country for transit access, the safe and efficient movement of people service frequency, and service reliability. and goods in addressing current and future transportation demand. z Develop a comprehensive freight integration strategy. Several categories of short- and medium- range strategies and actions recommended in DATA COLLECTION, FORECASTING, AND pursuit of this Vision Goal are described below. PERFORMANCE ASSESSMENT Additionally, specific projects, programs and z Publish an annual report on accessible studies recommended for funding in the fiscally pedestrian signals. constrained element of Moving Forward, as well z as those recommended for future consideration Survey pedestrian ramps to enhance in the speculative vision element of the Plan, maintenance programs and continue to appear in Appendix A. provide for safe and accessible corners that are ADA compliant. PLANNING AND RESEARCH INITIATIVES z Perform a passenger data needs and sources assessment of member agencies z Research recommendations: to establish a well-coordinated system. | Inventory current and developing | Include relevant sources of “big technology that can be used to data” and technological tools for improve transit access and transit data collection. asset durability and monitor asset | Identify data sources for key system condition. interfaces. | Assess transit services throughout the planning area to identify z Develop the Regional Freight opportunities for increased service Data Program. frequency and/or reliability. | Assess transit service coordination needs across jurisdictional lines and evaluate intermodal connections. z PLANNING PROCESS RECOMMENDATIONS Transit access programs: 143 MOVING FORWARD z Aggressively propose relevant projects | Increase transit access through for federal discretionary programs and micromobility and shared mobility. related state-level programs. | Enhance fare and service integration z Identify priority multi-agency system between suburban transit providers preservation projects. and MTA services. z Identify priority multimodal corridors | Expand the availability of real time
throughout the planning area and information at transit stations and CHAPTER 4 optimize project selection for these stops. corridors. | Improve public communication on z Convene interagency work groups transit service status and service through the TCCs to address priority changes. multimodal corridors. | Improve transit facility accessibility for all regardless of disability status. PROGRAM RECOMMENDATIONS
z Regional guidance programs: z Transit service enhancement programs:
| Coordinate suburban municipalities | Reduce commute times and improve and appropriate jurisdictions to transit speeds in low- and moderate- improve access to transit stops/ income communities underserved by stations. transit. | Develop a common transit accessibility | Expand the availability of shared- guidebook based on universal design use mobility services, including standards and existing policies of the bike share, carshare, and rideshare members agencies. that support safe, affordable, and sustainable travel choices. | Fully integrate transit mapping/trip planning resources and enhance z Freight access program: integration of suburban services into regional public information portals. | Improve truck access to industrial areas, marine terminals, and airports. z 144 4.3.5 PERFORMANCE METRICS Bridge metrics MOVING FORWARD Regulations at 23 CFR 450.324 govern the | Percent of bridges in good condition development and content of the metropolitan | Percent of bridges in poor condition transportation plan. These regulations contain the following requirement: These metrics apply to highway bridges carrying the NHS, which include on- and off– ramps connected to the NHS A description of the performance measures and NHS border bridges. Three classes
and performance targets used in assessing the CHAPTER 4 are considered for bridge condition performance of the transportation system assessment—percent of deck area of bridges in good, fair and poor The metrics listed below respond to and are the conditions using the lowest of the same as the federal Transportation Performance four National Bridge Inventory ratings Management requirements (23 CFR Part 490) (deck, superstructure, substructure and described in this chapter and will assist in culverts) on a 0-9 scale: “Good“ when the measuring progress toward this Vision Goal and its lowest rating is ≥7; “Fair” if lowest rating objectives, and in informing investment decisions: is 5 or 6; and “Poor” if lowest rating is ≤4. Pavement and Bridge – for the metrics below, Transit System – the metrics below are derived NYMTC is guided by calculations done by NYSDOT from the federally required TAM plans for all and reported to FHWA as part of the transportation recipients or subrecipients of federal financial performance management process. assistance under 49 U.S.C. Chapter 53 that own, operate, or manage capital assets used z Pavement metrics in the provision of public transportation, and | Percent of Interstate pavements in as submitted to NYMTC. A brief description of good condition the TAM plans was provided in the “Existing Initiatives” section above. | Percent of Interstate pavements in poor condition | Rolling Stock – Percentage of vehicles | Percent of Non-Interstate NHS that have met or exceeded their pavements in good condition useful life benchmark | Percent of Non-Interstate NHS | Rolling Stock – Average miles of pavements in poor condition service between breakdowns for fleet For the calculation pavement metrics, | Equipment – Percentage of vehicles roadways are categorized as asphalt that have met or exceeded their and concrete surfaces. Factors useful life benchmark considered for asphalt pavements | Infrastructure – Percentage of are: rutting, smoothness (measured track segments with performance by the International Roughness restrictions Index), and cracking (percent area | Percentage of facilities in an with fatigue cracking in the wheel asset class, rate < 3 on the Transit path) and for concrete pavements: Economic Requirements Model scale faulting, International Roughness Index (smoothness), cracking (percent of concrete slabs with transverse cracks for jointed concrete pavement). Pavement are considered “Good“ if all three metrics are good; “Poor” if two or more metrics are poor; and “Fair” for all other combinations. 4.4 VISION GOAL - PLANNING FOR CHANGING DEMAND 145 MOVING FORWARD A transportation system that efficiently serves today’s population and plans for the growing number of residents, workers, and increasing amount of goods.
4.4.1 DESCRIPTION 4.4.3 RECENT TRENDS, CURRENT CONDITIONS, AND EXISTING Given the forecasted growth in population,
INITIATIVES workers, and the amount of goods moving CHAPTER 4 within and through the NYMTC planning area, Trends and conditions that may affect the ability this goal seeks to ensure the efficiency of of the transportation system to efficiently serve the transportation system by identifying and the growing transportation needs of the NYMTC funding, to the extent possible, feasible and planning area are described below. cost-effective investments. Additionally, efficiency will be achieved through the implementation of ROADWAY CONGESTION requisite TSM&O strategies. The application of In 2019, New York City was the 14th most NYMTC’s CMP will also be important in ensuring congested city in the world, up from 16th the that the transportation system continues to year before; it was the 4th most congested city efficiently serve the projected growth of people in the United States, down from 2nd in 2018. In and goods. all, drivers lost on average 140 hours in traffic in 2019 with a cost of $2,072 per driver.10 This 4.4.2 OBJECTIVES congestion extends to corridors throughout 1. Invest in system capacity to satisfy the NYMTC planning area and the multi-state demand, relieve overcrowding, address metropolitan area. Between 2016 and 2019, bottlenecks, and improve performance daily vehicle miles of travel increased by nearly for passengers and freight, with an 3 percent across the NYMTC planning area. One emphasis on core markets and activity contributor to this congestion is the movement centers. of goods by trucks, as fully described in Chapter 2. Expand the reach of the system to 5 of the Regional Freight Element (Appendix H). underserved communities and emerging markets, addressing passenger TRUCK DEPENDENCE transportation as well as access to goods Goods are moved by a variety of modes of and freight services. transportation—truck, water, air, and rail. The 3. Encourage walking and biking, transit- movement of goods in the NYMTC planning area oriented development, complete streets, is heavily dependent on trucks, which move 92.5 parking and curb management, and percent of tons and 87.8 percent of value of all other long-term sustainable land use goods carried into and through the planning area strategies that support passenger and (see Chapter 1 of the Regional Freight Element in goods movement. Appendix H for additional details). The multi-state 4. Modernize local freight networks to region’s primary port, rail freight, and intermodal efficiently plan for the growth in volume facilities are located west of the Hudson River in of and change in product deliveries. northern New Jersey and eastern Pennsylvania. A limited number of rail freight facilities exist 5. Incorporate emerging and innovative east of the Hudson River serving primarily local transportation services and tools into customers, and no direct rail freight link exists efficient network design. across New York Harbor and the Hudson River south of Selkirk, New York, more than 100 miles north of the NYMTC planning area. 146 Additionally, extensive passenger rail services EMERGING NON-MOTORIZED TRANSPORTATION
MOVING FORWARD restrict rail freight capacity east of the Hudson According to the ACS Five-Year Estimates for River and on Long Island. A rail freight barge 2014–2018,11 4.1 percent (245,098) of daily between Conrail’s Greenville Yard in New Jersey commuters in the NYMTC planning area either walk and New York & Atlantic Railway’s 65th Street or ride a bicycle as a primary means of travel to Yard in Brooklyn serves a small amount of cross- work. Additionally, all commuting typically includes harbor rail traffic, moving roughly 3,400 carloads a walking component, typically for first/last mile per year with an eventual expansion planned to access, while public transit commuting sometimes
CHAPTER 4 increase capacity to 25,000 carloads per year. includes a bicycle component. As the Moving Forward Freight Element indicates, The NYMTC planning area has made significant other trends in goods movement in the NYMTC strides in advancing bicycle and pedestrian planning area include: infrastructure. Collectively, the region has seen the development of more than 70 miles of z The continued expansion of e-commerce shared-use paths and greenways, 175 miles of market share on-street bike lanes, many miles of sidewalks z Expansion of less-than-truckload delivery and hiking trails, and bicycle share and electric z The evolution of automated vehicle scooter rentals. Additionally, the region is home technologies for trucking, including driver to over 500 miles of existing protected on-street assistance, autonomous vehicles, and bicycle lanes. connected vehicles
PUBLIC TRANSIT RELIABILITY
Recent enhancements to the fixed-rail transit system have improved on-time performance substantially. In 2019, on-time performance for MTA New York City Subway was 81 percent, MTA LIRR was 92.4 percent, and MTA MNR was 94.4 percent. However, average bus speeds in New York City in 2019 declined to a low of 8.1 mph, with buses in Manhattan traveling at an average of 6 mph, coinciding with a 5.5 percent decline in New York City Bus ridership. Over the last decade, cumulative suburban bus ridership in the NYMTC planning area has exhibited a marginal decline in ridership.
Subway ridership was declining by roughly 3 percent per year before the COVID-19 pandemic, due in part to the increase in ride-hail services coupled with service inconsistencies that have recently been addressed by the Subway Action Plan and Fast Forward Plan. CURRENT CONDITIONS Enhancing transit service will likely include 147
expanding and improving the bus systems that MOVING FORWARD CHANGING DEMAND serve the planning area. This includes possibly VMT in the NYMTC planning area are forecast to expanding geographic coverage and adding new increase by 11.9 percent, and VHT are forecast to routes and service frequency in areas already increase by 14.4 percent through the Plan horizon served by transit, including connections to rapid year. Population is expected to grow by 10 percent rail and commuter rail modes. Improving the during the period of the Plan, while growth rates for public transportation system will address several
employment and civilian labor force are expected possible needs, described below. CHAPTER 4 to be 13.9 percent and 11 percent, respectively.12 As described in Chapter 3, population and employment SHIFTING MODE CHOICE growth and commensurate changes in economic The observed shift to private vehicles from public activity and travel will have significant impacts on transit in the wake of the COVID-19 pandemic the existing transportation network. has created significant immediate and medium- term risks of increased traffic congestion in the ASSET CONDITIONS NYMTC planning area and the larger multi-state Preserving, maintaining, and enhancing roadway metropolitan region. While traffic and congestion and transit assets are critical to maintaining began to approach pre-pandemic levels in the efficiency of the transportation system. As summer 2020, transit ridership remained discussed in this chapter and in Chapter 5, system significantly lower and is expected to continue preservation is a critical component of Moving to lag even in the urban core. With the financial Forward that will command a huge proportion shock of drastically lower ridership resulting in of the future financial resources reasonably service reductions and capital project deferrals expected to accrue to the NYMTC planning area. among service providers, the increase in mode Timely implementation of asset management shift to private, often SOVs is a real risk going plans will continue to be important in fostering forward. This could be partially offset by long- improvements in the efficient movement of people term adoption of telecommuting by employers in and goods in the NYMTC planning area. the region.
PUBLIC TRANSPORTATION INTERMODAL FREIGHT CONNECTIONS
The public transportation network, comprising Commodity flows and supply chain operations in multiple modes and service providers, is the NYMTC planning area are accomplished using vulnerable to financial shortfalls and is only a vast and mature set of modal networks—truck, partially integrated for the convenience of the rail, water, air, and pipeline—operating both traveler. However, public transit in the NYMTC independently and as linked intermodal systems. planning area will need to continue to grow, The performance of the modal networks and innovate, and integrate to efficiently serve the the intermodal facilities that connect them is current and growing population and employment critical to accomplishing safe, efficient, reliable, projected for the planning period. Additionally, resilient, and equitable freight transportation for the system serves a variety of area types and land the region. The implications of these intermodal uses—high-density and lower-density urban and connectivity are fully explored in the Regional suburban areas of varying densities—which make Freight Element (see Appendix H). increasing the reach of these services challenging in their current configurations. 148 LOCAL PARTNERSHIPS COMPLETE STREETS
MOVING FORWARD The role of transit-oriented development is Complete Streets describes an approach to increasing in significance throughout the NYMTC transportation planning, design, and construction planning area. However, given that New York is that considers the needs of all potential users— a home-rule state, local municipal governments motorists, pedestrians, transit vehicles and must be partners in addressing the challenges of users, bicyclists, commercial freight trucks, and planning for and supporting denser development emergency vehicles—moving along and across along transit corridors. However, the willingness roads and through intersections. Complete
CHAPTER 4 of local municipalities to engage in such Streets continue to be implemented across partnerships has not been universal. the NYMTC planning area, including in Nassau County (the Town of Hempstead, the City of EXISTING INITIATIVES Long Beach, and Hicksville in the Town of Oyster Bay); Suffolk County (the Town of Philipstown); TRANSIT IMPROVEMENTS Rockland County (Route 45); and Westchester Numerous recent and planned transit County (Route 119). improvements are designed to help provide alternatives to driving, reduce congestion, and COORDINATED DEVELOPMENT EMPHASIS AREAS improve the efficiency of the transportation Moving Forward identifies a variety of coordinated system. These include: development emphasis areas (CDEAs) across the NYMTC planning area. These are areas where z Continued expansion/implementation land development and transportation investment of bus priority measures in New York planning are/will be established to create City, including busways, transit/truck linkages between transportation, housing, and priority streets, off-board fare payment, development. Foremost among these CDEAs are and bus rapid transit in suburban areas identified for transit-oriented development, corridors to increase transit service linked transit corridors, and bus rapid transit. See speeds and reliability. These service Appendix A for additional information. enhancements include transit signal priority to enable buses to travel faster TECHNOLOGICAL DEVELOPMENTS by adjusting traffic signals along their route in real time to minimize delays. Various levels of vehicle automation have been z Enhanced transit fare collection. In spring developing, for cars, vans, and trucks. The first 2019, MTA launched a pilot program for pilot automated shuttle service commenced at a new tap-and-pay fare collection system the Brooklyn Navy Yard in 2019. New York City to replace the MetroCard. OMNY accepts was selected by USDOT as one of three pilot contactless bank cards (credit or debit) sites to test the benefits of connected vehicle or smart devices linked to a digital wallet technology, using vehicle-to-vehicle, vehicle-to- system such as Apple Pay or Google Pay infrastructure, and infrastructure-to-pedestrian to pay subway and bus fares. This new communication to provide drivers with alerts that fare collection system will allow a more enable the driver to take action to avoid crashes efficient transit system and better fare or reduce injuries or damage. This program is integration with suburban transit systems currently in the late stages of design with the and other services. It is expected that by 18-month implementation pilot to begin in late 2020, OMNY will be fully operational September 2020. across all MTA NYCT subways and buses. OMNY will be expanded to MTA LIRR and MTA MNR in 2021, after which it will be integrated with suburban bus systems. TRANSPORTATION SYSTEM MANAGEMENT 149
AND OPERATIONS MOVING FORWARD
TSM&O include multimodal transportation strategies that improve the efficiency of the transportation system in moving people and goods. A number of these initiatives have been implemented and will continue to be implemented across the NYMTC planning area. These strategies and actions are shown below in Figure 4-7.
Figure 4-7
TSM&O Strategies and Actions CHAPTER 4
Transportation Bicycle & Transportation Demand Transit Strategies Roadway Strategies Freight Strategies Demand Management Pedestrian Strategies Management Strategies
Fixed Route Bus Transit Traffic Signal Coordination Traveler Information Bicycle & Pedestrian Facility Traveler Information Truck Lane Restrictions Improvements Adaptive Signal Control Carpooling & Vanpooling Improvements Carpooling & Vanpooling Grade Crossing On-Demand Transit Access Management Telecommuting Bicycle Parking Facilities Telecommuting Bus Rapid Transit Arterial Geometric Flexible Work Schedules Bike Sharing Flexible Work Schedules Transit Signal Priority Modifications Carsharing Crosswalks with Carsharing Crossing Islands Transit Vehicle Tracking Traffic Signal Retiming Transportation Network Transportation Network Park & Ride Traffic Management Centers Companies Companies Ramp Metering Parking Pricing Parking Pricing Work Zone Management Transit-Oriented Transit-Oriented Electronic Toll Collection Development Development Reversible Lanes Guaranteed Ride Home Guaranteed Ride Home Roadway Incident & Emergency Management Operations
Transportation Bicycle & Transportation Demand Transit Strategies Roadway Strategies Freight Strategies Demand Management Pedestrian Strategies Management Strategies
Fixed Route Bus Transit Traffic Signal Coordination Traveler Information Bicycle & Pedestrian Facility Traveler Information Truck Lane Restrictions Improvements Adaptive Signal Control Carpooling & Vanpooling Improvements Carpooling & Vanpooling Grade Crossing On-Demand Transit Access Management Telecommuting Bicycle Parking Facilities Telecommuting Bus Rapid Transit Arterial Geometric Flexible Work Schedules Bike Sharing Flexible Work Schedules Transit Signal Priority Modifications Carsharing Crosswalks with Carsharing Crossing Islands Transit Vehicle Tracking Traffic Signal Retiming Transportation Network Transportation Network Park & Ride Traffic Management Centers Companies Companies Ramp Metering Parking Pricing Parking Pricing Work Zone Management Transit-Oriented Transit-Oriented Electronic Toll Collection Development Development Reversible Lanes Guaranteed Ride Home Guaranteed Ride Home Roadway Incident & Emergency Management Operations 150 Highlights of current TSM&O strategies and CONGESTION MANAGEMENT PROCESS
MOVING FORWARD programs in the NYMTC planning area include: NYMTC’s CMP recognizes that the impacts of congestion should and can be eased by z 511NY is a service that provides increasing the people and freight-moving transportation information and capacity of the multimodal transportation alternatives to driving alone. NYSDOT system, while minimizing future demand on sponsors 511NY with the goal of reducing the highway system. The impacts of congestion traffic congestion and improving air can be mitigated by implementing supportive
CHAPTER 4 quality by offering employers, commuters, policies and strategies described in the CMP and members of the public information Status Report’s toolbox, including improving on carpooling, vanpooling, workplace traffic management; more efficient use of commuter benefits, public transportation, existing highway system capacity; implementing bicycling, walking, or telework. various transit strategies; and implementing z Shared Mobility includes services alternatives to driving alone. The CMP monitors such as ride-hailing, microtransit, and and evaluates congestion mitigation strategies micromobility, which are described and related projects. in detail elsewhere in this chapter. Related initiatives in the NYMTC FREIGHT INITIATIVES planning area include: Chapter 7 of the Regional Freight Element | Integration of ride-hailing services (Appendix H) describes the ongoing and planned with public transit for first/last mile freight initiatives in the NYMTC planning area. connections. | Small-scale microtransit services for commuting. | Bike sharing programs, which started in New York City in May 2013 with the Citi Bike program. Bikeshare programs also exist on Long Island and Westchester County and are expected to grow in the future. | 4.4.4 RECOMMENDED STRATEGIES Assess the distribution of bicycle lanes, 151
AND ACTIONS bicycle facilities, and bike sharing MOVING FORWARD opportunities throughout the NYMTC The regulations detailed in 23 CFR 450.324 planning area in terms of equity. govern the development and content of the | Assess late night/overnight travel metropolitan transportation plan and contain the needs. following requirement: z Continue to address congested links
The transportation plan shall include both
and bottlenecks identified by the CMP CHAPTER 4 long-range and short-range strategies/actions through multimodal planning studies. that provide for the development of an z Develop or update transit service plans integrated multimodal transportation system for each suburban system in the planning (including accessible pedestrian walkways and area given forecasts of future demand. bicycle transportation facilities) to facilitate the safe and efficient movement of people z Develop a comprehensive freight strategy and goods in addressing current and future for the multi-state metropolitan region. transportation demand. PLANNING PROCESS RECOMMENDATIONS Several categories of short- and medium- z Encourage sharing of data to better range strategies and actions recommended in manage truck movements throughout pursuit of this Vision Goal are described below. the region. Additionally, specific projects, programs and z studies recommended for funding in the fiscally Use the CDEAs as a targeting mechanism constrained element of Moving Forward, as well for a continuing program of community as those recommended for future consideration planning activities that: in the speculative vision element of the Plan, | Encourage development in centers appear in Appendix A. and downtowns to reinforce walkable, aesthetically pleasing, and PLANNING AND RESEARCH INITIATIVES transit-accessible environments. z Research recommendations: | Encourage consideration of local transportation issues in | Identify core markets, emerging comprehensive/master planning and markets, activity centers, and community visioning processes. underserved communities using | Make walking safer and more the CDEAs, socioeconomic and convenient through safety and demographic forecasts, and Title VI/ streetscape improvements. Environmental Justice assessment to develop multimodal plans for the | Support downtown development/ identified areas. redevelopment. | Identify the most efficient ways | Encourage walkability, Complete to serve emerging markets and Streets, and remote parking in underserved communities, targeted centers. particularly those in areas of low- | Complete and distribute MTA First density development where fixed- Mile/Last Mile Station Access Toolkit. route bus service may not be effective. z Convene interagency work groups | Benchmark techniques to address through the TCCs to identify and address fare issues for lower income riders priority multimodal corridors; including and seniors across all transit services. exploring technological options. z 152 Convene the designated recipients of 4.4.5 PERFORMANCE METRICS
MOVING FORWARD federal transit funding to explore the Regulations at 23 CFR 450.324 govern the costs and benefits of joint procurement development and content of the metropolitan for transit equipment. transportation plan. These regulations contain z Bring together relevant agencies and the following requirement: private sector interests through the Multi- State Freight Working Group to address A description of the performance measures identified opportunities for freight
and performance targets used in assessing the CHAPTER 4 network modernization. performance of the transportation system
PROGRAM RECOMMENDATIONS The performance measures listed below will z Complete Streets programs: assist in measuring progress toward this Vision Goal and its objectives, and in informing | Apply Complete Streets design investment decisions: principles that accommodate all users of the transportation network. z Mobility Performance Metrics | Improve the bus network by installing measuring transportation performance bus priority treatments such as bus from the traveler’s perspective. lanes, traffic signal prioritization, and Metrics measuring how effectively and camera enforcement. efficiently the integrated mobility system performs while meeting the needs of | Expand the bicycle lane network and individual travelers. The objective of the improve bike access to bridges. performance metrics is to measure the | Strive to make sidewalks, pedestrian “integrativeness” of the mobility system, spaces, and transit stops and stations primarily focusing on the effectiveness on accessible. the traveler-centric performance.13 z Transit access programs: z VMT per Capita. NYSDOT compiles VMT data for the Highway Performance | Integrate the OMNY fare system with Management System. These data are suburban bus systems and ferry used extensively in the analysis of services throughout the NYMTC highway system condition, performance, planning area. and investment needs. | Expand transit fare media purchase z Person Hours of Delay. NYMTC uses locations. the NYBPM to calculate person hours of delay for the CMP. z Shared Mobility program: z Public Transportation System Reliability. | Expand the availability of shared- NYMTC members measure the mean use mobility services, including distance between major mechanical bike share, carshare, and rideshare failures by transit mode. that support safe, affordable, and z Level of Travel Time Reliability. The LOTTR sustainable travel choices. measure assesses the reliability of roadways on the Interstate and Non-Interstate (NHS) systems. FHWA defines travel time reliability as the percent of person-miles on the (Interstate/NHS) that are reliable for both Interstate and Non-Interstate. z z Travel Time Index. NYMTC uses the Truck Travel Time Reliability. TTTR is the 153
NYBPM to calculate travel time index percent of the Interstate system mileage MOVING FORWARD for the CMP. The travel time index is the that provides reliable truck travel times. ratio of peak-period travel time to free- This measure is also used to report truck flow travel time. It expresses the average travel reliability under the transportation amount of extra time it takes to travel in performance management requirements. the peak relative to free-flow travel.
CHAPTER 4 154 4.5 VISION GOAL - REDUCING ENVIRONMENTAL IMPACT MOVING FORWARD
A transportation system that minimizes its greenhouse gas emissions and other impacts on the environment, especially the effects of climate change.
4.5.1 DESCRIPTION 4.5.2 OBJECTIVES
The transportation system can have significant 1. Encourage alternatives to SOV trips.
CHAPTER 4 effects on the environment, including the 2. Encourage lower-emissions alternatives production of various pollutants (e.g., greenhouse to trucking. gas emissions), which directly contribute to climate 3. Modernize vehicle fleets to higher- change. According to USEPA, transportation standard and lower-emissions vehicles. activities accounted for 28 percent of total U.S. greenhouse gas emissions in 2018 and were 4. Efficiently manage limited roadway the largest single source of these emissions.14 capacity to mitigate congestion and Enhancing and preserving the transportation vehicular emissions. system can also affect local and regional air quality, 5. Promote responsible environmental natural habitats, and water resources. stewardship in transportation projects.
This goal seeks to continue to enhance the 6. Address unequal impacts of regional transportation system to minimize transportation emissions on communities. impacts on the environment by pursuing the objectives listed below. NYMTC members that are operating agencies have individual policies for addressing the impacts of transportation on the environment, and their objectives are consistent with, and supportive of, this shared Vision Goal. 4.5.3 RECENT TRENDS, CURRENT CRITERIA AIR POLLUTANTS 155
CONDITIONS, AND EXISTING MOVING FORWARD The Clean Air Act requires USEPA to establish INITIATIVES NAAQS for six “criteria” pollutants in outdoor RECENT TRENDS air. These standards are currently set for carbon monoxide, lead, ground-level ozone, Over the last several decades, the effects of the nitrogen dioxide, particulate matter, and transportation system on the environment have sulfur dioxide. USEPA calls these pollutants been mitigated through regulation, technological “criteria” air pollutants because it sets NAAQS
advances, and system improvements made CHAPTER 4 for them based on the criteria, which are over time using federal, state, and local funding. characterizations of the latest scientific These efforts are directly related to the ultimate information regarding their effects on health achievement of the National Ambient Air or welfare. These pollutants are found all over Quality Standards (NAAQS) and the mitigation the United States, can harm health and the of the transportation system’s contributions environment, and cause property damage.15 to greenhouse gas emissions and overall environmental impact. To protect human health and the environment from harm, the New York State Department As demonstrated through its various regional of Environmental Conservation (NYSDEC) emissions analyses, NYMTC has consistently measures levels of outdoor air pollution. demonstrated conformity under the Clean Air Along with measuring and reporting air quality Act Amendments of 1990 with the motor vehicle data, NYSDEC also writes reports and network emissions budgets and milestones established assessments for the public and technical in New York State’s State Implementation Plan community. NYSDEC measures air pollutants at for Air Quality, thus establishing steady progress more than 50 sites across New York State using toward contributing to the achievement of the continuous and/or manual instrumentation. relevant NAAQS. Of the four criteria pollutant These sites are a mix of federally mandated non-attainment areas affecting all or part of the and supplemental monitoring networks. Real- NYMTC planning area, one—coarse particulate time direct reading measurements include matter—is now in attainment status and a gaseous criteria pollutants (ozone, sulfur second—carbon monoxide—is in maintenance dioxide, oxides of nitrogen, carbon monoxide) status as attainment has been demonstrated and and PM (fine particulate with diameter less now must be maintained. 2.5 than 2.5 microns).16 17 156 GREENHOUSE GASES
MOVING FORWARD Greenhouse gases are gases in the atmosphere that trap heat and lead to climate change. There are six greenhouse gases—carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride. According to the New York State Greenhouse Gas Inventory: 1990–2016, carbon dioxide is the largest share of greenhouse gas from human activity, resulting from the burning of fossil fuels for electricity, heat, and transportation, among other energy needs. Other greenhouse gas emissions result from waste management, agriculture, and industrial activity.
CHAPTER 4 The largest contributor of all greenhouse gas emissions in New York State is vehicle fuel combustion in the transportation sector (36 percent) followed closely by on-site combustion in the residential, commercial, and industrial sectors (30 percent). Fuel combustion for electricity generation (including net imports) represents 15 percent of emissions and non-combustion sources (e.g., industrial process, agriculture, and waste) make up 19 percent of statewide emissions.
State greenhouse gas emissions gradually increased from 1990 and peaked in 2005. Since then, greenhouse gas emissions have declined, and 2015 emissions are approximately 10 percent lower than in 1990. This reduction in greenhouse gas emissions from 1990–2015 stands in contrast to a national increase in total greenhouse gas emissions of approximately 2 percent over the same period (Figure 4-8). While greenhouse gas emissions in the transportation sector increased nearly 25 percent from 1990 to 2015, transportation greenhouse gas emissions decreased 7 percent from their peak in 2005 to their 2015 level. The Climate Leadership and Community Protection Act, passed in 2019, (see page 161) has set the state on a path to 40 percent economy-wide greenhouse gas reductions from 1990 levels by 2030 and 85 percent reductions by 2050.
Figure 4-8 Greenhouse Gas Trends in New York State (in Million Metric Tons of Carbon Dioxide Equivalent) Source: New York State Greenhouse Gas Inventory:NYS 1990–2016;Greenhouse New York Gases State Energy Research & Development Authority,
July 2019 (in million metric tons of CO2 equivalent)
258.48 261.88 236.19 234.92 224.77 213.59
71.66 79.26 74.93 74.15 59.37 61.82
1990 1995 2000 2005 2010 2015
Transportation Greenhouse Gas Total
Note: The Climate Leadership and Community Protection Act calls for economy-wide greenhouse gas emissions reductions from 1990 levels of 40 percent by 2030 and no less than 85 percent by 2050. VEHICLE MILES OF TRAVEL 157
VMT is the level of motor vehicle usage for trip purposes. In 2019, an average of 154 million daily VMT were MOVING FORWARD measured in the NYMTC planning area. As shown in Figure 4-9, average daily VMT has been fluctuating over the last decade but generally trended downwards. That said, between 2016 and 2019, average daily VMT increased by approximately 2.6 percent. Reductions in VMT have the potential to reduce motor vehicle emissions and mitigate transportation impacts on the environment. Additionally, an increase in the number of battery electric and hybrid electric vehicles in commercial, municipal, and private fleets (see Figure 4-10) has increased the proportion of “clean” VMT with the average daily VMT.
CHAPTER 4
Figure 4-9 Daily VMT Trends in New York State Source: NYSDOT HPMS
162,000
162,000
158,000
(’000s) 156,000
154,000
Daily VMT 152,000
150,000
148,000 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Figure 4-10 Electric Vehicle Registrations in New York State Source: New York State Department of Motor Vehicles
20,000 18,000 16,000 14,000 12,000 10,000 8,000 6,000 4,000 2,000 0 2011 2012 2013 2014 2015 2016 2017 2018 2019
Hybrid Electric Battery Electric 158 CURRENT CONDITIONS
MOVING FORWARD SYSTEMS CHARACTERISTICS
The topography of the NYMTC planning area, which features three large islands that are home to more than 9 million people and 6.5 million jobs and a major river bifurcating portions of the planning area on the mainland, creates a number of pinch points in the regional transportation system.
The roadways and transit lines, and the bridges and tunnels that carry both are the infrastructure connection points used to move people and goods through this topographical landscape. Apart from
CHAPTER 4 the limitations imposed by these connection points, deterioration of this critical infrastructure could pose problems for the movement of people and goods and lead to increased congestion and resultant impacts on the region’s economy and environment.
VEHICULAR CONGESTION
Vehicular congestion occurs when the demand for road space exceeds the supply, resulting in increased motor vehicle emissions during low speed, idling, and frequent acceleration events. In addition to ongoing recurring demand, there are numerous causes of additional congestion including traffic crashes and disruptions, weather conditions, and roadway construction, as well as fluctuations in traffic volumes for special events. Recurring vehicular congestion in the NYMTC planning area is particularly acute on weekdays during the morning and evening peak travel periods (generally, between 6:00 a.m. and 10:00 a.m. and between 4:00 a.m. and 8:00 p.m., but also increasingly earlier in the afternoon period).
Table 4-1 Urbanized Area Comparisons Source: Texas Transportation Institute, 2019 Urban Mobility Scorecard
Daily VMT/Capita Metropolitan Area Population (millions) Travel Time Index (Freeway + Arterial) Boston 4.50 19.13 1.30 New York City 19.10 12.05 1.35 Philadelphia 5.57 15.55 1.25 Washington, D.C. 5.02 17.90 1.35 Atlanta 4.90 22.41 1.30 Miami 6.04 16.58 1.31 Detroit 3.83 21.09 1.24 Chicago 8.72 15.54 1.32 Houston 5.18 20.82 1.34 Dallas 5.63 21.20 1.26 Phoenix 4.00 18.29 1.27 San Diego 3.20 19.51 1.35 Los Angeles 12.67 19.75 1.51 San Francisco 3.54 17.12 1.50 Seattle 3.40 17.15 1.37 Peer Region Average 6.35 18.27 1.33 Vehicular congestion can be measured in several ways, and these methods are fully described in 159
NYMTC’s CMP Status Report, which was published in conjunction with Moving Forward. One such MOVING FORWARD measure is travel time index, which represents the average additional time required during peak times compared to times of optimal traffic levels.
As defined by the U.S. Census Bureau, the New York-Newark NY-NJ-CT UZA is the largest in the country by population, with nearly 7 million more residents than the Los Angeles-Long Beach-Anaheim CA UZA. Among peer UZAs, the New York-Newark NY-NJ-CT has the lowest daily VMT per capita but a higher than average travel time index. The lower VMT per capita is likely due to the greater availability and use of public transportation throughout the New York UZA. These data are presented in Table 4-1. CHAPTER 4
MODAL CHOICE
NYMTC’s planning area features an extensive system of rapid transit, commuter rail transit, and bus transit provided by MTA, PATH, NJ Transit, Connecticut Transit, NYSDOT, and five suburban counties. These transit services increase the efficiency of the transportation system by providing an effective alternative to driving a private vehicle.
Prior to the COVID-19 pandemic, millions of passengers took advantage of these services on a given weekday. The availability of these transit services facilitates millions of passenger trips that would otherwise increase VMT and congestion. See Figure 4-11. The extensive availability of transit in the New York metropolitan area is a major reason New York State is the state with the lowest per capita use of motor fuel in the nation.
Figure 4-11 Total Transit Ridership in the Top Ten Urbanized Areas (July 2018–June 2019) Source: FTA, National Transit Database
Miami, FL 123,663,315 Atlanta, GA 124,587,395 Seattle, WA 226,090,930 Philadelphia, PA-NJ-DE-MD 329,057,286 Boston, MA-NH-RI 374,149,768 Washington, DC-VA-MD 409,783,013 San Francisco–Oakland, CA 448,425,343 Los Angeles–Long Beach–Anaheim, CA 536,382,844 Chicago, IL-IN 563,413,475 New York–Newark, MY-NJ-CT 4,196,418,701
0 2,000,000,000 4,000,000,000 z 160 THE EMERGENCE OF SHARED MOBILITY Congestion Mitigation and Emissions
MOVING FORWARD AND MICROMOBILITY Reduction. As noted above, shared mobility services that increase vehicular Given the recent rapid development of shared travel and reduce the efficiency of the mobility and micromobility services as noted in overall transportation system create Chapter 3 in the discussion about the impacts issues from the perspective of this Vision of transformative change, several issues Goal, given the overarching imperatives have arisen related to this Vision Goal that of reducing vehicular congestion and will need to be addressed as the services and
CHAPTER 4 related vehicular emissions. technology associated with shared mobility and micromobility continue to develop during the RELIANCE ON TRUCKS planning period. These include the following: As described in detail in Moving Forward’s z Integration with Existing Services. Regional Freight Element (Appendix H), 655 As shared mobility and micromobility million tons of freight and 51 million units (trucks services have grown and developed, and railcars) with a value exceeding $1 trillion service providers, computer apps, and were moving into, out of, and within the multi- business models have proliferated, state metropolitan region in 2018. The largest some of which compete directly with shares of tonnage and value were moving publicly provided transportation services. inbound to the region, and the lowest were To the extent that this competition moving outbound from the region. The largest reduces the capacity and efficiency of the shares of units were moving within the region, transportation system as a whole and reflecting the redistribution of goods between increases vehicular travel, it challenges producers, warehouse/distribution facilities, the ability to achieve the Vision Goal of and end users, with the inclusion of empty truck minimizing impacts on the environment. return moves reflected in the total. EXISTING INITIATIVES ACTIVE TRANSPORTATION AND DEMAND 161
MANAGEMENT PROGRAM MOVING FORWARD CLIMATE LEADERSHIP AND COMMUNITY PROTECTION ACT NYSDOT administers an ongoing program that supports managing demand through ride- On July 18, 2019, Governor Andrew M. Cuomo match, guaranteed ride, and employer partner signed into law the Climate Leadership and programs. Programs also support air quality Community Protection Act. New York State’s action day alerts, encouraging those in affected Climate Act is the among the most ambitious areas to use transit and other alternate efficient
climate laws in the world and requires New CHAPTER 4 transportation modes. York to reduce economy-wide greenhouse gas emissions 40 percent by 2030 and no less than TRANSPORTATION SYSTEMS MANAGEMENT 85 percent by 2050 from 1990 levels. The law AND OPERATIONS creates a Climate Action Council charged with developing a scoping plan of recommendations TSM&O refers to the integrated strategies that to meet these targets and place New York on a optimize the performance of transportation path toward carbon neutrality. Transportation infrastructure through projects and programs is a significant source of greenhouse gases; designed to operationally maximize capacity therefore, the scoping plan that will be and improve the safety and reliability of the developed by the Climate Action Council will have transportation system. TSM&O enhancements a significant impact on the transportation sector can help provide travelers with real-time moving forward.18 information about transportation choices in and around the region. TSM&O solutions can offer CONGESTION MANAGEMENT PROCESS high returns on lower-cost operational projects and programs that can delay or eliminate the As a federally designated Transportation need for capital-intensive infrastructure projects. Management Area, NYMTC must maintain a CMP to forecast traffic congestion and Additionally, these solutions can help reduce consider congestion-reduction strategies. The emissions of transportation-related greenhouse CMP is intended to help NYMTC’s members gases and other mobile source pollutants by enhance the regional planning processes, as maximizing system efficiency. TSM&O also seeks carried out through this Plan, the TIP, and to improve the safety, security, and resiliency of the unified planning work program. The CMP the transportation system. Managing demand establishes performance measures to define (1) and congestion and maximizing capacity transportation system congestion; (2) a toolbox of and reliability within a safe transportation strategies to address congestion; a methodology environment using TSM&O strategies can to evaluate and prioritize congestion-reducing enhance air quality and the regional environment projects and strategies; and (3) a mechanism while improving mobility, system safety and to assess the effectiveness of implemented security, and system resilience, and optimizing strategies. To fulfill federal requirements, NYMTC travel times and costs for all travelers. is required to produce a CMP Status Report every four years in conjunction with the release STRATEGIC SYSTEM ENHANCEMENTS of the regional transportation plan. Given the Table 5-5 in Chapter 5 identifies several planned contribution that vehicular congestion makes enhancements within its fiscally constrained to the transportation system’s impact on the component. These enhancements expand environment, NYMTC’s CMP is a relevant ongoing the federally supported transportation initiative for this Vision Goal. system’s capacity through the addition of new components or through the increased ability of existing components to move people, vehicles and/or goods. These include both 162 major system enhancements, generally defined best fit the physical setting and work to enhance
MOVING FORWARD as transportation projects or programs that the community and environment of which they meet this definition with an estimated cost are a part. of $100 million or greater and/or those of In the NYMTC planning area, NYSDOT has fully regional scope or impact, and minor system integrated Context Sensitive Solutions into its enhancements with lower estimated costs and/ planning and design processes by engaging in or lesser scope or impact. early, effective, and continuous public involvement to yield safe transportation solutions that are
CHAPTER 4 CONGESTION MITIGATION AND AIR QUALITY designed in harmony with the community. IMPROVEMENT PROGRAM Community issues are identified through a The CMAQ program provides a flexible funding structured format (e.g., public workshops, source for MPOs, states, and local governments advisory committees) and active partnership with to fund transportation projects and programs municipal or federal and local agencies. that reduce traffic congestion and/or vehicular emissions to help meet the requirements of the COMPLETE STREETS Clean Air Act Amendments of 1990 and the CMP. A Complete Street is a roadway planned and CMAQ funds are used to support transportation designed to consider the safe, convenient projects that reduce mobile source emissions access and mobility of all roadway users. New in areas designated by USEPA to be in York State’s Complete Streets Law, enacted in nonattainment or maintenance of the NAAQS. 2011, requires state, county, and local agencies As part of the federal transportation performance to consider the convenience and mobility of management requirements, NYMTC prepares all users (e.g., pedestrians, bicyclists, public a CMAQ Performance Report that analyzes transportation riders, and motorists; children, progress in achieving targets set for three system the elderly, and persons with disabilities) when performance measures related to air quality developing projects that receive state or federal and the environment: annual hours of PHED, funding are subject to NYSDOT oversight. percent of non-SOV travel at the UZA level, and Complete Street roadway design features include total emissions reductions for mobile sources sidewalks, lane striping, bicycle lanes, paved in the relevant air quality nonattainment and shoulders suitable for use by bicyclists, signage, maintenance areas. These measures are fully crosswalks, pedestrian control signals, bus pull- described in Chapter 3 of this Plan. outs, curb cuts, raised crosswalks, ramps, and traffic calming measures. Features are tailored to CONTEXT SENSITIVE SOLUTIONS the needs of the location.
Context Sensitive Solutions is a disciplinary CLEAN VEHICLES PROGRAMS approach to transportation project development that NYSDOT has adopted for many of its Clean vehicles programs are intended to reduce projects. Context Sensitive Solutions recognizes motor vehicle emissions by incenting the the need to develop transportation solutions that use of vehicles—both privately and by public supplement and support the social, economic, fleets—that are electric or powered by cleaner and environmental context of the facility. alternative fuels. In the NYMTC planning area, Aesthetic treatments and visual enhancements these programs include the following: are often important to designing a facility that is responsive to environmental and stakeholder z The Greater Long Island Clean Cities needs. Context Sensitive Solutions provide Coalition and Empire Clean Cities comprehensive solutions to transportation issues operate in the NYMTC planning area. to minimize negative impacts to community and Both are part of the U.S. Department of environmental values and to design projects that Energy’s Clean Cities national network, z which is intended to build partnerships Charge NY is New York State’s initiative 163
to advance affordable, domestic to get more electric cars and trucks on MOVING FORWARD transportation fuels and technologies.19 the road by helping accelerate electric The Greater Long Island Clean Cities car sales. The State is focused on raising Coalition seeks to increase the public’s awareness of technology and supporting awareness and use of alternative fuels the installation of more charging stations and alternative fuel vehicles while to make it easy to travel anywhere in decreasing regional and national New York in an electric car using rebates,
dependency on foreign oil. The Coalition incentives, tax credits, charging stations, CHAPTER 4 has been awarded and distributed $10 and infrastructure installation options.22 million in CMAQ funds and more than z New York Truck Voucher Incentive $14 million in U.S. Department of Energy Program is administered by the American Recovery and Reinvestment Act New York State Energy Research and to Long Island organizations advancing Development Authority in collaboration 20 the use of alternative fuel vehicles. with NYSDOT and NYSDEC, who Empire Clean Cities (formerly New York provide funding. This program provides City and Lower Hudson Valley Clean vouchers or discounts to fleets across Communities, Inc.) seeks to provide New York State that purchase or lease citizens and stakeholders with access to all-electric, hydrogen fuel cell electric, reliable information about alternative plug-in hybrid electric, conventional fuels, advanced vehicle technologies, hybrid electric, compressed natural gas, and green transportation practices that or propane medium- and heavy-duty reduce emissions in New York City and vehicles (weight class 3 through 8) and 21 the Lower Hudson Valley. scrap a similar older diesel vehicle that is part of their fleet.23 z z 164 NYC DOT launched the Hunts Point The NYMTC Clean Freight Corridors
MOVING FORWARD Clean Trucks Program in 2012 to replace, Planning Study is assessing opportunities retrofit, or scrap heavy-polluting diesel for the development of clean freight trucks from the South Bronx and New corridors in the NYMTC planning area York City. Since its inception, the Hunts that are integrated within the larger Point Clean Trucks Program has provided multi-state metropolitan region. The incentive funding for the replacement, study will identify a series of roadways retrofit, or scrappage of more than 622 that can be designated—formally
CHAPTER 4 older heavy-polluting diesel trucks from through federal designation programs the South Bronx business communities and/or through Moving Forward—as clean of Hunts Point and Port Morris. In 2020, freight corridors to optimally advance NYC DOT expanded the Hunts Point Clean high-efficiency, low-emission alternative Trucks Program to provide funding for transportation technologies for goods applicants in program-approved New York movement across all types of freight- City Industrial Business Zones across the related vehicles. The roadways to be city as the NYC Clean Trucks Program.24 assessed for this purpose may include z Developed in 2009, the original Clean Air limited access highways; major and Strategy for the Port of New York and minor arterial roadways; collector roads; New Jersey outlined voluntary actions to and local roads that feed intermodal reduce emissions from maritime-related centers, trucking “hubs,” and areas of activities at the Port of New York and concentrated goods movement activity. New Jersey by 2020 despite any port z The Northeast Diesel Collaborative is a growth. The strategy covers the Brooklyn regionally coordinated initiative to reduce Port Authority Marine Terminal, Howland diesel emissions, improve public health, Hook Marine Terminal, Port Newark, Port and promote clean diesel technology. Jersey Marine Terminal, and Elizabeth The Collaborative brings together the Port Authority Marine Terminals.25 collective resources and expertise of several state environmental agencies, USEPA regional offices, and private sector companies to address the existing fleet of diesel-powered vehicles and equipment.26 4.5.4 RECOMMENDED STRATEGIES DATA COLLECTION, FORECASTING, AND 165
AND ACTIONS PERFORMANCE ASSESSMENT MOVING FORWARD
The regulations detailed in 23 CFR 450.324 z Monitor congested link-level performance. govern the development and content of the z Monitor truck traffic and commodity flows. metropolitan transportation plan. These z Report on greenhouse gas forecasts regulations contain the following requirement: with each Transportation Conformity Determination.
The transportation plan shall include both long-range and short-range strategies/actions CHAPTER 4 PLANNING PROCESS RECOMMENDATIONS that provide for the development of an integrated multimodal transportation system z Continue convening relevant agencies (including accessible pedestrian walkways and and private sector interests through the bicycle transportation facilities) to facilitate Multi-State Freight Working Group to the safe and efficient movement of people improve the efficiency of freight delivery. and goods in addressing current and future z Develop multi-agency approaches for transportation demand. benchmarking and sharing vehicle specification information for public fleet Several categories of short- and medium- procurement. range strategies and actions recommended in z Encourage suburban municipalities pursuit of this Vision Goal are described below. to adopt Complete Streets policies to Additionally, specific projects, programs, and accommodate transit, walking, and studies recommended for funding in the fiscally biking to reduce vehicle congestion and constrained element of Moving Forward, as well associated emissions. as those recommended for future consideration z in the speculative vision element of the Plan, are Develop and adopt environmental described in Appendix A. stewardship guidelines for project selection. | Employ bioswales where practical in PLANNING AND RESEARCH INITIATIVES watershed areas. z Research recommendations: PROGRAM RECOMMENDATIONS | Investigate opportunities for better z Community planning program: integrating shared mobility and micromobility in the transportation | Include alternatives to SOV trips in system. the program of community planning | Research technological options for activities. greater freight integration. z Commuting alternatives program: | Explore technologies related to environmental stewardship. | Enhance and coordinate employer | Consider incentives for alternative fuel commuting programs throughout the vehicles/electric vehicle ownership. NYMTC planning area. | Enhance outreach to major z Engage in multimodal planning studies employers, the business community, to address congested links identified hospitals, colleges, and other through the CMP. institutions to encourage alternatives z Use the results of the inventory of to SOV travel. freight-related land uses to identify | Continue and enhance model opportunities for rail freight and programs for use at developments intermodal capacity expansion. 166 such as office parks, medical 4.5.5 PERFORMANCE METRICS
MOVING FORWARD facilities, and college campuses that The regulations detailed in 23 CFR 450.324 include emerging and innovative govern the development and content of the transportation services such as metropolitan transportation plan. These shared mobility and micromobility. regulations contain the following requirement: z Public messaging and marketing programs: A description of the performance measures | Undertake initiatives that encourage and performance targets used in assessing the CHAPTER 4 use of public transit; encourage performance of the transportation system seniors to sign up for reduced fare transit services. The performance measures listed below will | Enhance the public visibility of assist in measuring progress toward this the 511NY service and its various Vision Goal and its objectives, and in informing components. investment decisions:
z Vehicular emissions program to reduce z Criteria Air Pollutant Levels. NYSDEC emissions from publicly and privately measures levels of outdoor air pollution owned vehicle fleets: at stations throughout the NYMTC planning area. | Purchase either hybrid or all-electric z Greenhouse Gas Inventory Levels. vehicles and ferries that run with The New York State Energy Research cleaner engines in transit life-cycle and Development Authority compiles replacement programs. an inventory of greenhouse gas levels | Continue and expand a program of throughout New York State. information sharing for local municipal z VMT. NYSDOT compiles VMT data for vehicle fleets, through existing Clean the Highway Performance Management Cities programs where feasible. System, whose data are used extensively | Support accelerated retirement in the analysis of highway system of pre-Tier 4 diesel engines in the condition, performance, and investment legacy fleet and replace with cleaner needs. alternatives such as trucks running z Vehicle Hours of Delay. NYMTC uses the on renewable diesel or alternative NYBPM to calculate vehicle hours of delay fuels such as compressed natural gas for the CMP and can access observed and electric vehicles. data through TRANSCOM and other | Increase access and availability of available data sources. electric vehicle charging stations and other alternative fuels to support clean freight goals. | Encourage the use of cargo bicycles for commercial purposes.
z Innovative materials program:
| Test permeable pavement and concrete; install green infrastructure on streets. | Share information on tests of permeable surfaces among NYMTC’s members responsible for roadways. 167
4.6 VISION GOAL - RESILIENCY MOVING FORWARD
A transportation system that is resilient and can mitigate, adapt to, and respond to chronic and acute stresses and disruptions.
4.6.1 DESCRIPTION 1. Tolerance for risk. How acceptable is the potential harm from climate This goal seeks to enhance the transportation risks? Consider both the potential
system’s resilience to stressors and disruptions CHAPTER 4 consequences of harm (e.g., severity, that will have a growing impact across the region length and extent of disruption, and in the longer term. These include climate change, criticality of the facility) and the degree sea level rise, and extreme weather; human- to which such harm is acceptable to caused stressors such as cyberattacks and acts decision-makers and the public. of terrorism; and public health emergencies. The 2. Costs of adaptation and available goal also seeks to inform the ongoing recovery resources. High costs for adaptation process from past and current stresses and options make it more difficult to address disruptions through feasible, cost-effective higher consequence/lower probability strategies to reduce and manage vulnerabilities, outcomes. Low marginal costs make it advance the state of knowledge, and develop easier to address such outcomes. methods to assist agencies in the region to plan and invest for long-term, “all hazards” resilience. 3. Feasibility. Engineering and environmental constraints, community ADAPTATION OPTIONS27 acceptance, operational implications, and economic considerations all can influence Transportation agencies are responsible what strategies should be considered for operating the multi-state metropolitan in an adaptation assessment. These region’s transportation system day-to-day, considerations should be part of the forecasting how people and freight will use the decision-making process early. system in the future, and making long-term investment decisions to anticipate changing MPOs and transportation organizations in the future conditions. These decisions are typically multi-state metropolitan region have taken steps based on incomplete or uncertain information. to address risks. Nonetheless, there are significant Agencies can face “analysis paralysis” from the barriers because of insufficient data, uncertainty overwhelming amount of uncertainty and a about future impacts, difficulties in coordination, range of variables that must be considered when and insufficient funding for adaptation. considering potential options to make a system more resilient. Decision-making techniques are available that consider strategies appropriate for addressing Potential disruptions introduce risks to overall uncertain risks and consider such factors as system performance, which, if not incorporated timing of risks, the need to avoid adverse into long-term infrastructure and service impacts, costs, and feasibility. The “state of planning, most likely will increase risk of adaptation” for the transportation sector in the premature system failures and hazards to people multi-state metropolitan region is that a lot of and personal property. good work by states, regional organizations, A way forward is to focus first on the municipalities, and MPOs is underway. characteristics of the decisions to be made and However, barriers, which if not overcome, could then use that information to narrow the range substantially limit the extent and effectiveness of of disruption scenario choices to be considered. adaptation efforts. Initially, three key factors should be considered: 168 4.6.2 OBJECTIVES were damaged by floods and debris from Irene’s
MOVING FORWARD winds and rain, and then were re-submerged 1. Protect and fortify major transportation when the same rivers and streams flooded again assets. after Lee. In some cases, trees that survived 2. Continue to invest in sea level rise Irene’s winds were unable to withstand a second and climate change risk analyses for storm when waterlogged soils were unable to transportation assets. support the roots of larger trees once Lee arrived. 3. Improve regional coordination on The Halloween Nor’easter of 2011 followed closely
CHAPTER 4 emergency and long-term responses to after Irene and Lee, but this third storm took a system-wide climate impacts. more southeasterly track, and therefore had its 4. Enhance the transportation network’s greatest impacts in Connecticut. In southwest resiliency by increasing travel options Connecticut and Westchester County, New York, and redundancies. the Halloween Nor’easter dumped unusually large amounts of snow on trees still covered with 4.6.3 RECENT TRENDS, CURRENT leaves relatively early in the fall season. Combined CONDITIONS, AND with the weight of the accumulated snow, the EXISTING INITIATIVES winds associated with this storm toppled many trees, blocking area roadways and train lines, and RECENT TRENDS tearing down power lines that supplied electricity ENVIRONMENTAL AND CLIMATE STRESSORS28 to MTA MNR as well as traffic signals and streetlights. Parts of Connecticut, primarily in the In October 2012, Hurricane Sandy, also known northern part of the state, were without electricity as “Superstorm Sandy,” caused catastrophic for more than a week. damage to much of the multi-state metropolitan region. A storm surge that coincided with the This extraordinary quartet of severe highest tide of the month caused sea levels storms created different stressors for the along the New Jersey coast, on southern Long transportation system in the multi-state Island, and in New York Harbor to rise higher metropolitan region. Taken together, these than ever before in recorded history. Many storms illustrated a range of transportation critical transportation facilities were inundated resiliency issues that has significantly altered (in the case of some tunnels from floor to the transportation planning process. ceiling), and transit and roadway facilities were shut down (in some cases for weeks). The storm HUMAN STRESSORS affected the reliability of the region’s multimodal In addition to climate and environmental stressors transportation system. Major power generating affecting the resilience of the transportation stations, electrical substations, emergency system in the multi-state metropolitan region, backup generators, oil refineries, fuel storage several critical human-related stressors have facilities, and other critical components of the emerged over the last two decades. region’s electrical and fuel distribution system were affected, with associated impacts on the CYBERSECURITY transportation system. As the transportation system and its Two other storms with severe impacts—Hurricane components become increasingly automated Irene and Tropical Storm Lee—arrived in the and interconnected through the internet, new multi-state metropolitan region within two weeks potential stressors related to cyber manipulation of each other in late August and early September emerge that will affect the operation of those 2011 and caused inland flooding and wind-related components. Further, the ongoing technological damage in northern New Jersey and the Lower development and transformation of the Hudson Valley. Some roadways and transit lines transportation system and the way people and goods move around that system heighten the PUBLIC HEALTH EMERGENCIES 169
potential for cyber manipulation of the system MOVING FORWARD The National Disaster Medical System’s Federal and of various conveyances. Partners Memorandum of Agreement defines Transportation is becoming more connected a public health emergency as “an emergency and dependent on advanced computing need for health care [medical] services to systems and software. Exciting next-generation respond to a disaster, significant outbreak of an communications technology—such as connected infectious disease, bioterrorist attack or other vehicles that exchange information in real time significant or catastrophic event.” Public health with nearby vehicles and infrastructure to make emergency scenarios places different demands CHAPTER 4 travel safer, cleaner, and more efficient—will soon and constraints on transportation systems be deployed on nation’s roads and highways. and services, as well as on the workforce that In exploring the potential of connected vehicles maintains the facilities and provides the services. and other advanced technologies, USDOT has COVID-19 was first identified in December 2019 identified the important role of cyber security in and was declared a global health emergency protecting the systems, devices, components, by the World Health Organization at the end of and communications from malicious attacks, January 2020 and a public health emergency by unauthorized access, damage, or anything else the United States in early February 2020. The that might interfere with safety functions.29 World Health Organization declared a global pandemic in March 2020.31 The first case related TERRORIST ACTS to the pandemic in New York City was confirmed According to U.S. Department of Homeland in March 2020.32 By April 2020, the New York City Security, more than 7,400 terrorist attacks metropolitan region was the worst affected area worldwide between 1970 and 2014 targeted in the United States. Non-essential businesses some form of transportation, including airports were closed in New York State by emergency and aircraft, representing 5.3 percent of all order in late March, along with a stay-at-home terrorist attacks. More than 460 targets of order for residents.33 Similar orders were issued terrorist attacks between 1970 and 2014 in Pennsylvania, New Jersey, and Connecticut, were airports, representing 6.4 percent of all thus affecting the entire multi-state metropolitan transportation targets. More than 130 targets of region. The pandemic has greatly affected travel terrorist attacks between 1970 and 2014 were within the multi-state metropolitan region, with subway systems, representing 1.9 percent of all public transit ridership and motor vehicle travel attacks on transportation targets.30 plummeting, while teleworking arrangements have ballooned for remote-capable businesses The multi-state metropolitan region has and organizations. experienced acts and threats of terrorism that have widely affected the transportation system Since the end of June 2020, many of the and threatened its future integrity and resilience. initial restrictions placed on the multi-state The terrorist attacks of September 11, 2001, metropolitan region under the COVID-19 disrupted critical regional transportation links pandemic have been modified or lifted, while and part of the organizational structure of both others remain in place. Although travel has the transportation and emergency response rebounded somewhat, many teleworking sectors. Threats to and thwarted plots against arrangements remain in place, resulting in lower other regional transportation links—bridges levels of public transit ridership and vehicle and tunnels primarily—have led to various volumes than under normal circumstances. initiatives and programs to harden and police Goods movement has rebounded more quickly these potential targets, where a diverse economy and is approximating pre-pandemic levels. spread across multiple waterbodies makes these assets critical. 170 MOVING FORWARD
CHAPTER 4
CURRENT CONDITIONS With an understanding of these impacts and projected future climate conditions, the Post- ENVIRONMENTAL AND CLIMATE STRESSORS Sandy Study assessed the exposure of the FHWA launched the Post-Hurricane Sandy transportation system to climate stressors at a Transportation Resilience Study (Post-Sandy regional scale, developing information that can Study) to enhance the multi-state metropolitan be used by transportation agencies in the multi- region’s resilience to climate change, sea level state area to advance more detailed vulnerability rise, and extreme weather in the longer term, and risk assessments. while informing the ongoing recovery process. The results of the study were released in 2017. Storm Surge
FHWA collaborated with partners in Connecticut, Hurricane Sandy’s storm surge generated the New Jersey, and New York—including NYMTC most significant impacts to transportation and two of its members, MTA and the Port infrastructure. The storm surge inundated much Authority—to leverage the lessons learned from of the coastline in the multi-state metropolitan Hurricane Sandy and other recent events, as region and caused significant damage to well as future climate projections, to develop transportation infrastructure, notably damaging feasible, cost-effective strategies to reduce and or destroying roads and bridges along the Jersey manage extreme weather vulnerabilities amid Shore and the south shore of Long Island and the uncertainties of a changing climate. flooding numerous roadway and subway tunnels under the Hudson and East rivers. The surge was The Post-Sandy Study compiled information on compounded by a concurrent high tide. damage and disruption wrought by Hurricane Sandy in 2012 and Hurricane Irene, Tropical Hurricane Irene made its initial landfall in the Storm Lee, and the Halloween Nor’easter in continental United States significantly farther 2011 on the region’s transportation system. The south than Sandy made its landfall, and Irene impacts of these four extreme weather events approached the New Jersey shore from a shallow varied across the region, and considering them angle on a northeasterly track, compared to together provided a wide range of potential Sandy’s more direct impact on a northwesterly extreme weather-related consequences for the track. Therefore, Hurricane Irene produced transportation system. The study also compiled much smaller storm surges than Hurricane climate projections and continuously monitored Sandy. Storm surge in the region, especially updates from the scientific community. along the western shore of New York Harbor and the Hudson River, caused rivers to back up, Tropical Storm Lee was different from Hurricanes 171
exacerbating the effects of riverine flooding. Sandy and Irene in that it approached from the MOVING FORWARD southwest, rather than from the Atlantic Ocean, Wind and did not meet tropical storm definitions when it moved into the area. Because the extra- Although Hurricane Sandy’s storm surge caused tropical remnants of Lee could not feed off warm the most damage to transportation infrastructure ocean waters, the rainfall, wind, and storm surge in the multi-state metropolitan region, the storm associated with the storm were much less than also resulted in widespread wind damage. Sandy’s
with Sandy and Irene. However, the timing of CHAPTER 4 maximum sustained winds fell below hurricane Lee—slightly more than a week after Hurricane levels (74 mph) as the storm came ashore, but Irene—meant that the region was generally wind gusts were significant, especially at Newark much more susceptible to damage, specifically Airport (78 mph), JFK Airport (85 mph), and Long with respect to flooding. The rainfall associated Island MacArthur Airport (90 mph). with Lee was responsible for the storm’s greatest Wind damage to transportation infrastructure impacts. While overall rainfall amounts were not in the multi-state metropolitan region was as impressive as those during Hurricane Irene, prevalent as Hurricane Irene made landfall. The soils that were still water-laden from Irene led storm produced significant peak wind gusts, to drastically reduced absorption rates. Swollen especially in and around New York City. High rivers compounded the flooding issues caused by gusts were experienced at LaGuardia Airport Irene; riverine flooding caused the majorities of (67 mph), Sikorsky Memorial Airport (63 mph), Lee’s impacts on transportation infrastructure. and Long Island MacArthur Airport (62 mph). The direction of peak wind gusts was generally Snowfall onshore and from the east or south; Newark’s The Halloween Nor’easter affected the multi- peak gust (from the west) was an exception. state metropolitan region nearly two months after Hurricane Irene and Tropical Storm Lee, Rainfall but it compounded recovery efforts in a region Compared with Hurricane Sandy’s storm surge, still reeling from the two prior storms. The main rainfall was not a significant impact of the storm impacts came not from wind, surge, or rainfall, on its own. However, elevated stream levels and but from snow. Snow totals were highest in areas increased discharge rates compounded flooding, already hard hit by Irene and Lee—northern New especially for low-lying infrastructure near the Jersey and the Lower Hudson River Valley—as coast. While rainfall totals from the storm were well as in southwest Connecticut. Many of these modest, most weather stations reported an areas received nearly a foot of snow. Snow fell on intense period of rain as the storm came ashore, trees that were typically still in leaf and generally especially the southern and western portions of the weakened by the previous storms. This caused multi-state metropolitan region. This undoubtedly many trees and branches to topple, resulting in compounded the flooding of transportation widespread damage to power lines in parts of the infrastructure in many coastal areas. region, which in turn disabled many traffic signals. Some parts of Connecticut saw power outages Heavy rainfall caused the bulk of damage that lasted more than a week. The snowfall associated with Hurricane Irene. Elevated and subsequent downed trees and power stream levels and increased discharge rates lines affected rail service within the study area. compounded flooding, especially for low-lying Many Amtrak trains were delayed or canceled, infrastructure in riverine flood plains and near and NJ Transit suspended service on two lines. estuaries. Rainfall totals from the storm were Additionally, MTA MNR suspended commuter rail generally greater than those produced by service on several lines due to fallen trees caused Hurricane Sandy. by the combination of wind and snow. 172 ASSESSING VULNERABILITY Other identified risks to the City’s transportation
MOVING FORWARD include high winds, heat waves and—by the NEW YORK CITY 2050s—tidal flooding. The regional exposure The work undertaken by New York City in the analysis identified several clusters of vulnerable wake of Hurricane Sandy represents the most and critical transportation facilities in New York thorough vulnerability and risk assessment City, including the following: available in the multi-state area. The publication of A Stronger, More Resilient New York in 2013 z Lower Manhattan, including the Battery
CHAPTER 4 and the 2015 update of the New York City Panel Park Tunnel and the north portal to the on Climate Change report are among the most Hugh L. Carey Tunnel, Battery Park City prominent examples of policy-level and analytics- and New York State Route 9A, and FDR based reports published to support vulnerability Drive on the Lower East Side. and risk assessment. z The east bank of the Hudson River As an example of the work that has been and the east bank of the Harlem River, conducted to date, the City collected detailed including the MTA MNR Hudson Line, exposure data in the wake of Hurricane Sandy portions of the Amtrak Empire branch, that it then compared to 100-year and 500- and New York State Route 9A. year floodplain maps. Sea level rise, storm z The area around Flushing Bay in the surge, and intense precipitation events are Bronx, Queens, and Manhattan, including identified as posing the greatest risks to the City’s LaGuardia Airport, the Oak Point Rail transportation infrastructure. The 100-year flood Yard, the Hunts Point Terminal Market, plain encompasses: portions of Interstate 678 in Whitestone, portions of the Grand Central Parkway Approximately 12 percent of the [City’s] roadway and Northern Boulevard on the south network, all of the major tunnel portals other shore of Flushing Bay, and the north than the Lincoln Tunnel, portions of both approach to the Whitestone Bridge. airports, a variety of commuter rail assets, z The mouth of the Hutchinson River, all three heliports, and a number of subway including the U.S. Route 1 bascule bridge, entrances and vent structures, principally in the Hutchinson River Parkway bascule Lower Manhattan. bridge, Amtrak Northeast Corridor By the 2020s, the floodplain is estimated to bascule bridge, and the Pelham Parkway encompass 15 percent of the city’s roadway bascule bridge. network, and by the 2050s, it is expected to z The area around Jamaica Bay, including encompass 19 percent of that network. More portions of the Belt Parkway, Cross Bay and more of the City’s airport infrastructure Boulevard, Flatbush Avenue, Neptune will be at risk as storm surges will move from Avenue, and many other streets in south flooding outlying runways to threatening the Brooklyn and southeast Queens that are terminal buildings, while additional subway part of the NHS, as well as the LIRR Far stations will be at risk. Rockaway Branch, the NYCT right-of-way south of Howard Beach, the Rockaway More intense downpours expected with bus storage facility, and John F. Kennedy climate change also pose a major risk to the International Airport. transportation system. As with storm surge, heavy downpours pose the most significant challenge to z The west shore of Staten Island along subway and vehicular tunnels throughout the city, Arthur Kill, including portions of the West particularly in locations where tunnel entrances Shore Expressway (New York State Route are located in low-lying areas or in areas with 440), the Arthur Kill Railroad Bridge, and poor subsurface drainage.34 New York Container Terminal. z Numerous moveable bridges and bridge the MTA LIRR Montauk branch near 173
approaches that are part of the NHS Napeague (between East Hampton and MOVING FORWARD spanning Gowanus Canal and Newtown Montauk) are particularly vulnerable to Creek. inundation from storm surge, including overwashing as water flows between LONG ISLAND the Atlantic Ocean and Napeague Bay during severe coastal storms. Similarly, Sea level rise, storm surge, and extreme heat at the eastern extent of the North Fork of events are the climate stressors of primary
Long Island, portions of Main Road flood CHAPTER 4 concern on Long Island. The following areas have between East Marion and Orient and in high potential for exposure today: Orient Point (including the Orient Point ferry terminal). z All transportation facilities on the south z shore of Long Island, roughly south of The MTA LIRR Ronkonkoma branch is Merrick Road and west of the Connetquot exposed to coastal flooding between River, may be exposed to inundation Southold and Greenport. Other NHS from storm surge during coastal storms routes potentially exposed to flooding (both summer/fall tropical storm events in Category 1 hurricane (or equivalent and winter Nor’easters). Nor’easters) include New York State Route 114 between Sag Harbor and A Category 1 hurricane or equivalent Nor’easter Shelter Island, portions of New York State could expose Long Beach Island, Island Park, and Routes 24 and 25 near Riverhead, and a Barnum Island to inundation from storm surge, short segment of New York State Route including the major north-south evacuation 25A near Cold Spring Harbor. routes from Long Beach: most of the Nassau z The regional and local roads serving Expressway; large portions of Peninsula as the sole access points to coastal Boulevard, Austin Boulevard, and Long Beach communities, sewage treatment plants, Road south of Sunrise Highway; sections of the and other critical infrastructure along Loop Parkway and Meadowbrook Parkway; and the north and south shores of Long the MTA LIRR Long Beach branch. Island also are potentially exposed. One example is Bergen Avenue, the Jones Beach Island also could be exposed, sole access route to the Bergen Point with portions of Ocean Parkway and Wantagh Wastewater Treatment Plant in East Islip. Parkway potentially inundated. Fire Island is z vulnerable to exposure from storm surge; Major regional transportation facilities the southernmost portions of Robert Moses on Long Island that are more inland are Causeway and William Floyd Parkway could be less exposed to storm surge, but the inundated, as well as the ferry terminals along impacts of sea level rise are affecting both sides of Great South Bay. a much larger area of Long Island. The water table is so close to the surface in communities closest to the waterfront, z By 2050, projected sea level rise could like Freeport and Baldwin Harbor, that mean that a Category 1 storm (or saltwater ponding is visible on roadways equivalent winter Nor’easter) would at the highest tides of the month. cause much more widespread flooding, and storm surge from what is considered a minor coastal storm today could Outfalls from drainage systems can be inundate large areas as described above. submerged during high tide, and further inland, the rising water table prevents ponds originally z Elsewhere on Long Island, low-lying designed as detention ponds from draining portions of Montauk Highway and between storms. As a result, during even z 174 moderate rainfall events (particularly those that Portions of the MTA MNR Hudson Line
MOVING FORWARD occur within four hours of high tide) rainwater were inundated during Hurricanes backs up in drainage systems and/or overtops Irene and Sandy, including the Harmon retention and detention ponds. MTA LIRR is Yard in Croton-on-Hudson. At various elevating electrical substations and other critical points along the right-of- way, third infrastructure along the Long Beach branch due rail, switches, snow melters, power to inland and coastal flooding that is expected to transformers, and communications become more frequent. systems were inundated and destroyed
CHAPTER 4 by salt water, and this infrastructure may LOWER HUDSON VALLEY be exposed to future storm surges.
The primary climate stressor of concern in the z Portions of the CSX River Line north of Lower Hudson Valley (including Westchester, Stony Point in Rockland County also are Rockland, and Putnam counties) is precipitation- exposed to storm surge. based flooding. By 2100, the Lower Hudson Valley z The Haverstraw and Ossining ferry may have more precipitation per year (suggesting landings are vulnerable to sea level rise more days with saturated soils) and up to four and storm surge. additional days with more than 1 inch of rainfall. The following facilities are particularly vulnerable: HUMAN STRESSORS
Facilities and conveyances that draw people to z The north-south parkways, the MTA concentrated locations also make these locations MNR Harlem Line and arterial roadways attractive targets for disrupting cyberattacks and that run along and through river and acts of terror aimed at mass casualties. As noted stream valleys in Westchester County by the Mineta Transportation Institute: are particularly exposed and sensitive to flooding from heavy rainfall events, Open to relatively easy penetration, trains, particularly those that occur when soils buses, and light rail systems offer an array are already saturated and unable to soak of vulnerable targets to terrorists who seek up runoff. publicity, political disruption, or high body | Large stretches of the Saw Mill River counts. High concentrations of people in Parkway between Dobbs Ferry and crowded quarters are inviting fodder for those Pleasantville regularly close during who would cause mayhem and death. The heavy rainfall events. massive amounts of explosives needed for truck bombs are unnecessary in crowded train | Sections of the Bronx River Parkway stations, bus depots, carriages, or coaches. from Allerton Avenue to Ardsley Road Even without large numbers of casualties, also are exposed to flooding. disruptions to transit can seriously impact a z East-west roads such as New York State region’s economy and the public’s faith in the Route 119, Virginia Road, and Harney government’s ability to provide basic protections 35 Avenue are exposed to flooding during to its citizens. these events, which impede cross- county travel. z Sea level rise and storm surge also are a concern for roads and rail lines adjacent to the Hudson River and Long Island Sound. z PUBLIC HEALTH EMERGENCIES Inter-agency coordination is a high 175
priority issue for transportation MOVING FORWARD The public health emergency provoked organizations during a public health by COVID-19 illuminated the following emergency to ensure effective organizational risks and vulnerabilities for information exchange, coordination, transportation agencies and service providers. and decision making. Coordination issues include communicating the ORGANIZATIONAL IMPACTS ON TRANSPORTATION transportation organization’s capabilities AGENCIES AND SERVICE PROVIDERS
and resources to local emergency CHAPTER 4 z New service demands alter established management and public health service schedules and routes as the agencies and working with partners needs of essential workers who provide in the emergency response, including medical services take precedence other transportation organizations and during an emergency. Extending transportation providers in affected existing services or establishing new or areas. specialized services cause a considerable z Supply chains for equipment and organizational stress as new costs materials are disrupted during a public are incurred, and the transportation health emergency with significant workforce is extended. impacts for transportation organizations. z Absenteeism in the transportation Contemporary supply chains are complex workforce increases significantly and interconnected and can be subject to during a public health emergency as shocks and disruptions. a result of workers’ illness or injury, workers’ needs to care for ill family OPERATIONAL VULNERABILITIES FOR members, and workers’ fear of infection TRANSPORTATION AGENCIES AND SERVICE PROVIDERS or injury. Additionally, certain public z Protection of workers and customers health measures (i.e., school closings, becomes a major operational responsibility isolation, quarantining household during public health emergencies. contacts of infected individuals) increase The workforce may require personal rates of absenteeism. Higher levels of protective equipment, as recommended absenteeism also affect vendors and by the Occupational Safety and Health supply chains and therefore affect facility Administration and the Centers for and equipment maintenance and the Disease Control, and engineering controls provision of service. such as physical barriers or standoff z Revenue shortfalls occur during public zones. Personal protective equipment health emergencies from reductions for passengers and travelers and social in transit ridership and vehicular travel distancing in vehicles and facilities using as a result of quarantining measures, floor signs and public announcements may business closures, remote operation, also be requirements. or other conditions that suppress and alter travel patterns. Significant revenue Additionally, containment and control shortfalls have wide-ranging impacts on strategies need to be calibrated to the transportation organizations, from service nature and severity of the emergency. reductions and shifting of services to Employee and/or customer screening more essential needs to deferral of capital may be needed to stop the spread of projects and/or day-to-day maintenance. diseases. Social distancing practices may be needed in employee lounges, field workplaces, and/or maintenance work 176 areas. Employee healthcare capacities impacts may be limited geographically.
MOVING FORWARD may need to be enhanced to address Interruptions and delays may result physical and mental health issues. from revenue shortfalls, organizational Enhanced maintenance practices include limitations and constraints, and/or regular enhanced cleaning of facilities, diversion of resources. vehicles and equipment, and work locations and field offices. SUPPLY CHAINS VULNERABILITIES
Finally, remote operation for non- z Food supplies can be taxed during public
CHAPTER 4 essential staff must be considered health emergencies because of consumer depending on the nature and severity fears that essential items may not be of the public health emergency. Remote available in the future. Panic buying operations require an enhanced can place intense pressure on food information technology capability and distribution and stress on supply chains adequate equipment to support the by moving the inventory from stores portion of the workforce that has been and distribution centers to residences. assigned at-home work. Food hoarding may remove supply from z Service delivery is affected in those who need it at a critical time or for some fashion during most public those who simply decided not to change health emergencies as demand for their consuming behavior. The closing of transportation services changes or is restaurants and eateries may also shift reduced because of at-home work, additional demand towards grocers, reduced commercial activities, fear of particularly in advanced economies exposure to infection in public setting, where a large share of food expenses and emergency directives. In addition, is for eating out. It is important that prioritization of emergency services for the food production and distribution essential workers and supplies can affect capabilities of restaurants and caterers an organization’s operations. remain available during a pandemic. z Communication during public health z Energy distribution systems can be emergencies includes both public and disrupted by workforce issues and workforce information about service status impaired transportation capabilities and changes, restrictions and requirements, to supply power plants. However, and changes to procedures and policies. depending on the severity of an Coordination of public messages and emergency, a substantial drop in energy information with other transportation demand may result as institutional and organizations and government entities manufacturing activities are curtailed, is important to avoid confusion and travel is reduced, and maritime shipping fear among the traveling public and the declines. workforce. Internal communication with the z Medical supplies likely experience a workforce also takes on greater importance, surge in demand during a public health particularly with regard to workforce safety emergency that will vary based on the measures and policies. nature and scale of the emergency. z Delivery of capital projects can be Such supplies may include medical interrupted during public health products and equipment, diagnostic emergencies depending on the nature supplies and equipment, medical-grade and severity of the emergency. Entire personal protective equipment, and capital programs may be impacted, or the pharmaceutical products. z z Other goods can also be affected by Shared mobility services and 177
decisions made upstream during a public micromobility modes, including ride- MOVING FORWARD health emergency that cascade down hailing and taxi services, car- and bicycle- through supply chains, even affecting sharing, and emerging modalities such companies who themselves do not as electric bicycles and electric scooters, directly source materials. experience increases in demand and use during a public health emergency relative SURFACE TRANSPORTATION VULNERABILITIES to transit services that may be reduced or
otherwise altered and possibly perceived CHAPTER 4 z Rail, bus, and marine transit services as less safe. support economic activity and key services. Because of the high density of OTHER MODAL VULNERABILITIES passengers carried in close proximity, altering transit services during a public z Air travel demand declines during health emergency reduces the risks of a public health emergency as travel contagion. Maintaining transit operations restrictions are implemented, events during an emergency is imperative such as conferences and sports to transport essential workers and competitions are canceled, and tourists passengers who require life-sustaining are unwilling to travel, or their travel medical treatments. becomes restricted. Depending on the z Roads and bridges/tunnels must remain nature and scale of the emergency, operational during a public health significant airlift capacity can become emergency to allow essential travel available to carry essential cargo on and goods deliveries to distribution passenger aircraft. It is therefore crucial centers, retail outlets, institutions such as for airlines and key airports to maintain hospitals and specialized care facilities, air travel capabilities with a pool of and home deliveries. For more localized available aircraft, pilots, controllers, and emergencies, the operational parameters ground personnel. of roads, bridges, and tunnels may z Maritime shipping plays a fundamental need to be altered in the vicinity of the role in supporting the global distribution emergency. Maintaining home delivery of essential commodities (food and capabilities through e-commerce is energy), parts, and finished goods. particularly important because it allows International military and civilian people to have access to essential supplies entities such as the North Atlantic Treaty while minimizing contamination risks. Organization, the International Maritime Organization, or the Global Maritime Partnership initiative, can provide the organizational framework to protect global maritime commerce. 178 EXISTING INITIATIVES Design-funded projects in New York City
MOVING FORWARD include The BIG U in Lower Manhattan ENVIRONMENTAL AND CLIMATE STRESSORS and Hunts Point Lifelines in the Bronx. Climate change, extreme weather events, and z The Governor’s Office of Storm Recovery the impacts of sea level rise have influenced also administers the New York Rising policy development in a variety of areas in the Community Reconstruction Program multi-state metropolitan region to address that covers housing and small business the wide range of effects associated with recovery, community reconstruction,
CHAPTER 4 storm surge, heavy rainfall, wind, and the and infrastructure components. The resulting erosion and flooding. Communities housing recovery initiatives include a throughout the NYMTC planning area have Buyout and Acquisition Program. The undertaken the following in their recovery and Buyout Program improves the resiliency resiliency planning: of the larger community by transforming parcels of land into wetlands, open z New York State’s Community Risk space, or stormwater management Reduction and Resiliency Act requires systems to create a natural coastal buffer decision-makers to use the best to safeguard against future storms. available science to proactively consider The coastal buffer areas are intended sea level rise, storm surge, and flooding to address those who live in areas that when issuing certain state funding and regularly put homes, residents, and permits. State agencies are required emergency responders at high risk to assess potential future climate risks because of repeated flooding. related to storm surges, rising sea levels, and any other conditions when Other notable developments include: making certain permitting, funding, and regulatory decisions. z The NYS2100 Commission, appointed by z New York City has amended zoning text Governor Cuomo after Hurricane Sandy, and rezoned neighborhoods in areas of released its report, Recommendations high-risk flooding. The Department of to Improve the Strength and Resilience of City Planning created special zoning rules the Empire State’s Infrastructure, in early for floodplains to allow for recovery and 2013. The Commission’s report includes promote rebuilding. Since then, several recommendations on strengthening and neighborhood and citywide studies have increasing the resiliency of the state’s been undertaken to understand specific infrastructure through short- and long- resiliency issues relating to residential, term strategies. The sectors addressed commercial, and industrial areas. include transportation, land use, energy, z New York City’s Waterfront Revitalization insurance, and infrastructure financing. Program established the City’s policies The report also includes cross-cutting for waterfront planning, preservation, recommendations that are common to and development projects to ensure these sectors. The recommendations are consistency over the long term. part of the effort to help protect New York from future storms and natural disasters. z Under the auspices of the New York State Governor’s Office of Storm Recovery, z MTA has undertaken a Fix & two projects—on Long Island and on Fortify program to repair damaged Staten Island—were funded under the infrastructure and install flood protection U.S. Department of Housing and Urban measures and other measures to make Development’s innovative Rebuild by the subway system more resilient to Design competition. Other Rebuild by future storm events. z The New York City Mayor’s Office of USDOT’s Transportation Security Administration 179
Recovery and Resiliency oversees the has developed a cybersecurity toolkit for MOVING FORWARD City’s multilayered OneNYC climate surface transportation operators. The toolkit is resiliency program. a collection of documents designed to provide z NYC DOT has been working on a broad cyber risk management information to surface array of resiliency-related projects and transportation operators who have fewer than policies, ranging from flood proofing 1,000 employees. The materials are drawn from ferry terminals to partnerships with other three primary sources:
agencies on the implementation of both z National Institute of Standards and CHAPTER 4 interim and permanent coastal flood Technology Framework for Improving protection projects. Critical Infrastructure Cybersecurity: A z NYSDOT recently completed its internal voluntary framework for reducing cyber flooding vulnerability assessment update risks in critical infrastructure. and will complete a system-wide assessment z Stop. Think. Connect: A national public that also includes the local system. awareness campaign aimed at increasing z NYSDOT is also undertaking an analysis the understanding of cyber threats and of repetitively repaired/damaged assets empowering the American public to be from declared emergency events, as safer and more secure online. required under FHWA’s TAMP rule. z United States Computer Emergency z Nassau County has been planning Readiness Team: Responsible for for storm resiliency by studying and improving the nation’s cybersecurity developing mitigation solutions for flood posture, coordinating cyber information prone areas. sharing, and managing cyber risks.
HUMAN STRESSORS Cybersecurity threats are real, and they can have real consequences for an organization’s CyberSecurity operations and profitability. Exercising USDOT has several research programs dedicated cybersecurity best practices help protect from to ensuring a secure connected transportation potential damaging cyberattacks. environment: Other developments at the federal level include z Vehicle Cybersecurity: Focuses on the following: preventing attacks from entry into vehicle systems and their components. z On May 15, 2019, the White House z Infrastructure Cybersecurity: Focuses issued a new national security executive on protecting against threats and order focused on information and vulnerabilities to the nation’s roadside communications technology and the equipment, devices, and systems. services supply chain, which impacts all modes within the transportation sector. z Dedicated Short-range Communications Security: Focuses on ensuring trusted z The U.S. Department of Homeland communications between vehicles and Security’s new National Critical between infrastructure and vehicles. Functions list highlights those functions in the United States most at risk for a z Intelligent Transportation System cybersecurity attacks and includes every Architecture and Standards Security: mode of transportation. Focuses on the development of architecture and standards required to z The Transportation Security ensure security in the connected vehicle Administration’s Cybersecurity Roadmap environment. makes clear that it has the statutory 180 authority to regulate the transportation crisis plans, maintaining interoperable
MOVING FORWARD sector for cybersecurity. communications, training employees on z Members of Congress are expressing emergency protocols, and prioritizing real-time serious concerns over cybersecurity risks mapping to assist first responders. to the transportation sector, with specific concerns regarding vulnerabilities of PUBLIC HEALTH EMERGENCIES an attack from a foreign state-owned In 2011, the Centers for Disease Control and enterprise in the mass transit market in Prevention established 15 capabilities that
CHAPTER 4 36 key U.S. cities. serve as national standards for public health preparedness planning. Since that time, Counterterrorism these capability standards have served as Countering potential threats in the multi-state a vital framework for state, local, tribal, and metropolitan region has required innovative and territorial preparedness programs as they extraordinary levels of coordination between plan, operationalize, and evaluate their ability transportation providers, emergency preparedness to prepare for, respond to, and recover from and response organizations, and law enforcement public health emergencies. The 2018 Public and intelligence at all levels. The January 2019 Health Emergency Preparedness and Response release of New York State’s Counterterrorism Capabilities maintains the 15 capabilities Advisory Panel report underscores these needs for structure, with minor revisions to capability the transportation sector. definitions, modest revisions to function structure and definitions, and significant revisions The panel conducted a preliminary evaluation throughout most tasks and resource elements.37 of New York’s counterterrorism assets, policies, and overall security posture. The panel’s report During emergency situations, USDOT provides commends New York for its counterterrorism information related to transportation permits, efforts and recommends certain enhancements, waivers, and other regulations and authorities including increased coordination among that are applicable. USDOT modal administrations the state’s counterterrorism agencies and also have defined roles. FTA provides guidance authorities; strengthened security at airports, for transit operators and administers emergency bridges, tunnels, mass gathering sites, and funding appropriated by Congress. Similarly, other major assets throughout the state; and FHWA oversees emergency funding, serves as a additional restrictions to further limit terrorists’ clearinghouse for road closure information, and access to certain lethal weapons. administers emergency permits.38
Transportation hubs remain one of the most At the state level, the New York State Department attractive targets for terrorist attacks because of of Health (NYS DOH) oversees community their high volume of traffic. Consequently, the preparedness for public health emergencies in panel recommends steps to further strengthen cooperation with local health departments. NYS security and readiness at Penn Station and DOH’s Office of Health Emergency Preparedness other hubs including JFK and LaGuardia airports. is responsible for the coordination and Among its recommendations, the panel calls management of all activities for public health and for establishing state-of-the-art joint command healthcare facility preparedness. These activities centers at Penn Station and other hubs to ensure include preparedness planning and making sure law enforcement leaders can communicate in a that emergency plans work in drills, exercises, centralized location and access the same real-time and real life. NYS DOH also tracks the incidence information before, during, and after a crisis. of infectious disease.39 Each of NYMTC’s local members’ jurisdictions—New York City, Long The panel’s specific recommendations about Island, and the Lower Hudson Valley—work transportation hubs include establishing unified closely with NYS DOH in preparing for, addressing, 24/7 command centers, enhancing coordinated and recovering from public health emergencies. | 4.6.4 RECOMMENDED STRATEGIES Identify resources and funding 181
AND ACTIONS sources for continuing risk analyses. MOVING FORWARD
The regulations detailed in 23 CFR 450.324 z Support the development of detailed govern the development and content of the transportation contingency plans. metropolitan transportation plan and contain the z Revisit the FHWA risk analysis and following requirement: monitor risk on an ongoing basis as part of the enhanced planning process.
The transportation plan shall include both long-range and short-range strategies/actions CHAPTER 4 DATA COLLECTION, FORECASTING, AND that provide for the development of an PERFORMANCE ASSESSMENT integrated multimodal transportation system (including accessible pedestrian walkways and z Identify and monitor vulnerable bicycle transportation facilities) to facilitate transportation assets throughout the the safe and efficient movement of people planning area using the most recent and goods in addressing current and future available climate and sea level rise forecasts. transportation demand. z Develop an annual report of regional coordination. Several categories of short- and medium- range strategies and actions recommended in PLANNING PROCESS RECOMMENDATIONS pursuit of this Vision Goal are described below. Additionally, specific projects, programs and z Coordinate transit agencies and studies recommended for funding in the fiscally jurisdictions in developing procedures and constrained element of Moving Forward, as well plans to respond to emergency events. as those recommended for future consideration z Support multi-agency planning and design in the speculative vision element of the Plan, efforts for coastal protection systems. appear in Appendix A. z Develop an enhanced resiliency planning process through the MAP Forum and PLANNING AND RESEARCH INITIATIVES the National Institute of Standards and z Research recommendations: Technology Smart Regions Collaborative. | | Inventory all areas included in the Explore improved travel options U.S. Department of Housing and and redundancies through the MAP Urban Development Rebuild by Forum’s newly established working Design Program and the New York group. Rising Community Reconstruction y Promote modal redundancy. Program and related community y Use information from the CMP and imperatives and transportation- socioeconomic and demographic related proposals. forecasts to inform the working | Inventory specific technologies related group’s exploration of travel to system protection and fortification. options and redundancies. | Inventory/benchmark resiliency and y Explore specific technologies related adaptation practices for all sectors. to travel options and redundancies. | Inventory relevant funding programs at all levels to include programs, sources, z Share risk analysis results with local and private sector options relevant to municipalities throughout the planning system protection and fortification. area. z z 182 Establish a working group of NYMTC’s Number of miles of grade separated bus
MOVING FORWARD member agencies to review and enhance facilities in the designated vulnerable emergency and long-term responses to transportation system and percent climate impacts. hardened. z Enhance project funding mechanisms z Number of transit and freight track miles in for system protection and fortification the designated vulnerable transportation through project selection by the TCCs. system and percent hardened. z Enhance project funding mechanisms z Number of transit terminals/transfer stations
CHAPTER 4 for travel options and redundancies in the designated vulnerable transportation through project selection by the TCCs system and percent hardened. that is based on the working group’s z Number of rapid transit/commuter rail exploration. stations in the designated vulnerable transportation system and percent PROGRAM RECOMMENDATIONS hardened. z Complete a broad range of resiliency z Number of transit yards/facilities in the projects, including retrofits to bridges, designated vulnerable transportation streets, traffic signals, yards, and facilities. system and percent hardened Square footage of port/intermodal facilities in 4.6.5 PERFORMANCE METRICS the designated vulnerable transportation system and percent hardened. Regulations at 23 CFR 450.324 govern the development and content of the metropolitan transportation plan. These regulations contain the following requirement:
A description of the performance measures and performance targets used in assessing the performance of the transportation system
The performance measures listed below will assist in measuring progress toward this Vision Goal and its objectives, and in informing investment decisions:
z Number of lane miles of federal-aid roadways in the designated vulnerable transportation system and percent hardened. z Number of federal-aid bridges/culverts in the designated vulnerable transportation system and percent hardened. z Number of miles of trailways/bikeways/ greenways in the designated vulnerable transportation system and percent hardened. 183 MOVING FORWARD
CHAPTER 4 184 ENDNOTES MOVING FORWARD
1 Ghosh, S. February 2009. Scooters for Sustainable Suburbs. Medium Transportation. 2 NYSDOT. 2010. New York State Strategic Highway Safety Plan. https://www.dot.ny.gov/divisions/operating/osss/ highway-repository/SHSP%202010%20Final.pdf.
CHAPTER 4 3 New York City Vision Zero website. 4 NYSDOT website. 5 Booz & Company. December 6, 2013. “The Benefits of Simplified and Integrated Ticketing in Public Transport” and Nir Sharaby and Yoram Shiftan. “The Impact of Fare Integration on Travel Behavior and Transit Rider ship.” Transport Policy Vol. 21, pp. 63–70. 6 City of New York. 2020. Where We Live NYC: Fair Housing Together. https://www1.nyc.gov/assets/hpd/down- loads/pdfs/wwl-plan.pdf. 7 NYMTC. February 2018. Westchester County BEE-Line System First and Last Mile Connections Mobility Study. https://transportation.westchestergov.com/images/stories/pdfs/FirstLastMileFinalRptRev.pdf. 8 USDOT FHWA. “Transit Asset Management: Top 12 Frequently Asked Questions.” https://www.transit.dot.gov/ TAM/gettingstarted/htmlFAQs. 9 MTA. Fast Forward: The Plan to Modernize New York City Transit. https://fastforward.mta.info/. 10 INRIX. 2019. Traffic Scorecard Report for New York City. https://inrix.com/scorecard-city/?city=New%20York%20 City%2C%20NY&index=14. 11 U.S. Census Bureau. American Community Survey. Five-Year Estimates Subject Tables. https://data.census. gov/cedsci/table?q=S0802&t=Commuting&tid=ACSST5Y2018.S0801&hidePreview=false. 12 NYMTC SED Forecasts. 13 Mobility Performance Metrics (MPM) for Integrated Mobility and Beyond; Federal Transit Administration Research; February 2020. 14 USEPA. Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990–2018. https://www.epa.gov/sites/produc- tion/files/2020-04/documents/us-ghg-inventory-1990-2018-data-highlights.pdf. 15 USEPA website. 16 NYSDEC website. 17 NYSERDA. July 2019. New York State Greenhouse Gas Inventory: 1990–2016. Final Report. 18 New York State website. 19 U.S. Department of Energy Clean Cities website. 20 Greater Long Island Clean Cities Coalition website. 21 Empire Clean Cities website. 22 New York State Energy Research and Development Authority website. 23 New York State Energy Research and Development Authority website. 24 NYCDOT website. 25 Port Authority fact sheet. 26 Northeast Diesel Collaborative website. 27 FHWA. October 2017. Post-Hurricane Sandy Transportation Resilience Study of New York, New Jersey and Connecticut, Federal Highway Administration. 28 FHWA. October 2017. Post-Hurricane Sandy Transportation Resilience Study of New York, New Jersey and Connecticut, Federal Highway Administration. 29 USDOT fact sheet. 30 Homeland Security News Wire. March 25, 2016. 31 American Journal of Managed Care website. 32 Bushman D, Alroy KA, Greene SK, et al. Detection and Genetic Characterization of Community-Based SARS- 185 CoV-2 Infections — New York City, March 2020. MMWR Morb Mortal Wkly Rep 2020;69:918–922. DOI: http:// dx.doi.org/10.15585/mmwr.mm6928a5. MOVING FORWARD 33 New York State website. 34 NYC Special Initiative for Rebuilding and Resiliency. June 2013. “A Stronger, More Resilient New York.” Chapter 10, Transportation. 35 Mineta Transportation Institute. September 2001. Protecting Public Surface Transportation Against Terrorism and Serious Crime: Continuing Research on Best Security Practices. 36 Holland & Knight LLP, JD Supra website, June 3, 2019.
37 Centers for Disease Control and Prevention. October 2018. Public Health Emergency Preparedness and CHAPTER 4 Response Capabilities: National Standards for State, Local, Tribal, and Territorial Public Health. 38 USDOT website. 39 NYSDOH website.