New York City Mobility Report NYC Department of Transportation June 2018

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1 Cover:2 Smith St, Brooklyn 3 This page: South 5th St, Brooklyn 7Contents Letter from the Commissioner

14 Manhattan Trafﬁc S 21 Project Indicators

5 Letter from the Commissioner

7 Executive Summary

10 Recent Travel Trends

14 Citywide Bus Speeds

18 Manhattan CBD & Midtown Travel Speeds

20 Second Avenue Subway Analysis

24 Citywide Mobility Survey

31 Appendices

Trafﬁc & Transit Trends Related Reports Methodology List of Abbreviations / Credits

Appendix

44 Trafﬁc and Transit Trends

46 Methodology for Crash Data

2 3 4 5 Queens Blvd, Queens Letter from the Commissioner

Dear New York City Council Members and Fellow New Yorkers:

After a decade of uninterrupted growth in New York City, including record population, jobs, and tourism, several new transportation trends are coming into focus. For the rst time since 2010, we saw a slight drop in annual subway riders, largely due to a decline in off-peak ridership. Bus ridership continues its slow decline, falling by 8.5 percent since 2010. Most notably, household vehicle registrations increased for the fth year running, outpacing population growth. Both for-hire vehicle (FHV) registrations and trips are up signi cantly, with the former more than doubling since 2010.

Because sustainable modes like transit, walking, and cycling remain the backbone of the City’s mobility system – accounting for more than two-thirds of all trips – these new trends create deep concerns as we take steps to better understand and monitor their evolving impact on our transportation system.

In this spirit, I am pleased to issue the 2018 edition of the New York City Mobility Report, DOT’s regular report on key demographic and mobility trends that characterize and affect our City’s multimodal transportation network. Since our last report, we continue to monitor key transportation indicators, as well as analyze regularly reported data sets, such as taxi GPS and MTA Bus Time information, that help us better understand how travel speeds are changing across the city. I am also excited to share some of the results from our agency’s rst Citywide Mobility Survey, new annual research that will help us better understand residents’ use of, and views on transportation in New York City. This survey establishes benchmarks for dif cult-to-measure information, such as mode choice, trip patterns, parking behavior, and household freight deliveries. These results will provide DOT with important insights on how travel choices and attitudes change from year to year, as well as from neighborhood to neighborhood.

Additionally, at the start of 2017, the Second Avenue Subway launched on Manhattan’s Upper East Side. This report presents initial analysis underscoring the sheer magnitude and impact of the new subway service: The Q train’s arrival on the Upper East Side has not only helped commuters below ground, but also above ground, by reducing vehicle volumes and improving travel speeds on neighborhood streets.

We are now moving more people than ever, and the city has continued to invest heavily in bus lanes, bike lanes, and citywide ferry service to support this growth with sustainable modes. That said, we recognize that the City must innovate in order to address congestion while balancing the growing demands on our City’s nite road network. This year we are unveiling several new initiatives that will further aid mobility, including the Mayor’s Congestion Plan to improve travel speeds along key corridors, a pilot to increase access to carshare, and a trial of new dockless bike share systems to supplement the existing Citi Bike network. I hope that the data and analysis featured in this annual report will support an engaged dialogue about how to balance the mobility needs of our residents and visitors in the most equitable, sustainable, safe, and ef cient ways possible.

Sincerely,

Polly Trottenberg

4 5 6 7 23rd St, Manhattan Executive Summary

Understanding Today, Planning for the Future

The previous Mobility Report put change into context by situating current transportation trends within New York City’s broader history of mobility and demographic changes dating back to 1910. That report illustrated the growth of New York City’s population, employment, and tourism, and highlighted how high performance modes such as transit, bicycling, walking, and the ferry have facilitiated that growth.

This year’s report builds on that same contextual foundation with updated travel trend charts and speed maps. Since 2015, the number of residents, jobs, and annual tourists have continued to grow. Even as the City encourages and facilitates the use of high performance modes, we recognize that the demands on our nite street network are only growing and our roadways are frequently functioning at capacity.

This is especially evident in Manhattan’s Central Business District and along key arterial corridors where travel speeds continue to decline. In response to these trends, the Mayor’s Congestion Action Plan, announced in October 2017, details new techniques through which DOT will keep roadways and curbs unobstructed during rush hour and focus efforts on recurring traf c hot spots. This report’s analysis of citywide bus speeds illustrates how slow travel speeds affect key corridors well beyond the Manhattan core, and that bus speeds in the outer boroughs fell more noticeably between 2015 and 2017 than they did in the CBD. These trends reinforce why the City is investing in roadway projects to improve bus performance and reverse the continued trend of declining bus ridership.

Constraints on New York City roadways can be measured using some of the following transportation indicators:

Vehicles entering Manhattan south of 60th Street declined further in 2016.

Average travel speeds in the Manhattan Central Business District dropped to 7.1 mph.

Citywide average bus speeds dipped from 7.47 mph in 2015 to 7.44 mph in 2016.

New York City added 44,000 for-hire vehicle registrations in 2016 to reach a total that has more than doubled since 2010.

6 7 This year’s report also introduces new analysis about how the January 2017 launch of the Second Avenue Subway—the rst new subway service added since 2015’s 7 train extension—has improved the mobility of many New Yorkers. This transit expansion has provided tangible bene ts to New Yorkers both above and below ground—from expanded mobility options for transit riders to improved travel speeds and reduced vehicle volumes along streets in its vicinity.

After the launch of the Second Avenue Subway, the number of yellow cab trips on the Upper East Side not only dropped dramatically, but signi cantly more than they did citywide. The effect of the Second Avenue Subway can also be seen in usage patterns for ride-hail services, like Uber and Lyft. While the number of trips made by ride-hail services have steadily increased across the city, the average increase in trips made by ride-hail services between 2016 and 2017 was smaller on the Upper East Side than in Manhattan and the city as a whole. Reduced traf c volumes—and increased travel speeds—on Second Avenue and Lexington Avenues also reect the effect of new transportation options along the new subway corridor.

Additionally, NYC DOT conducted its rst Citywide Mobility Survey in 2017. This online and phone survey of thousands of New Yorkers across all ve boroughs aims to help the agency understand the speci c factors and experiences that drive transportation choices for City residents. It is our hope that, moving forward, the annual survey will track how transportation preferences and usage patterns differ from neighborhood to neighborhood, across the boroughs, and over time.

Citywide Mobility Survey Benchmarks:

62% of all reported trips were made by sustainable modes (transit, biking, walking).

50% of all ride-hail app users replaced transit trips with a for-hire vehicle.

41% of New Yorkers receive a delivery at their home at least a few times a week.

Citywide, one-third of reported trips were made by private car.

8 9 Declining travel speeds reﬂect growing demand on the City’s ﬁnite road network.

5th Ave and W 27th St, Manhattan 8 9 Recent Travel 1980 1990 2000 2010 2011 2012 2013 2014 2015 8.00 8.18 8.29 8.37 8.44 8.49 8.55 Trends 7.07 7.32 Population (millions)

This section takes a closer look at the main drivers of travel demand in New York City, as well as at the trends in high performance modes, 4.10 4.23 3.72 3.71 3.80 3.89 3.98 auto use, and travel speeds over the past seven years. Data from 2000, 3.30 3.56 1990, and 1980 is provided for context. Drivers of Travel Employment (millions) Travel demand is propelled in New York City by the number of residents, jobs, and visitors. All three of these indicators have continued to grow in 2016 with the number of tourists increasing the 52.7 54.3 56.4 58.3 most dramatically by 2.2 million between 2015 and 2016. 48.8 50.9 36.2 • Population is up by over 4% since 2010 and continues to climb, 29.1 Tourists 17.0 though annual growth slowed between 2015-2016. (millions) • 620,000 jobs have been added since 2010, and employment continued to grow in 2016, up by 2.4% from 2015. 1,763 • Tourism continued to increase and New York City saw nearly 1,604 1,640 1,655 1,708 1,751 12 million more visitors in 2016 than in 2010. 1,381 1,028 Subway 1,009 High Performance Modes Ridership (millions) Increased demand on the city’s transportation system remains the overall trend since 2010. However, after a pattern of consistent increases, growth in subway trips plateaued in 2014 and even 699 697 671 668 678 667 651 dipped slightly between 2015 and 2016. 589 468 • Subway ridership remains 9.5% higher than in 2010. However, NYCT Bus while rush hour ridership held constant, declining off-peak Ridership ridership resulted in an overall drop of just under 1% from 2015. (millions) • With the exception of 2013, bus ridership has fallen each year since 2010 and registered an additional 2% drop between 2015 420 450 and 2016. 380 320 • The number of daily cycling trips continues to grow, with 10,000 250 270 additional daily trips between 2015 and 2016, leading to an 84% Est. Cycling Trips 150 increase from 2010 totals. (thousands/day) 100 100 N/A • After dipping in 2013 and 2014, ferry ridership increased by 14,000 trips a day from 2015, and has increased by 12% since 2010. 110 106 109 102 98 87 85 88 57 Ferry Ridership (thousands/day)

10 11 1980 1990 2000 2010 2011 2012 2013 2014 2015 2016

8.01 8.18 8.28 8.36 8.42 8.47 8.52 8.54 7.07 7.32

Population (millions)

4.26 4.35 3.73 3.82 3.90 4.00 4.13 3.30 3.58 3.73 Employment (millions)

56.5 58.5 60.7 48.8 50.9 52.7 54.3 36.2 Tourists 29.1 (millions) 17.0

1,604 1,640 1,655 1,708 1,751 1,763 1,757 1,381 Subway 1,009 1,028 Ridership (millions)

699 697 671 668 678 667 589 651 638 468 NYCT Bus Ridership (millions)

460 450 380 420 320 250 270 Est. Cycling Trips 150 (thousands/day) 100 100

123 110 109 102 106 98 87 85 88 Ferry Ridership 57 (thousands/day)

For detailed methodology, see appendix. 11 10 11 Recent Travel Trends 1980 1990 2000 2010 2011 2012 2013 2014 2015 2016 835 776 745 764 751 747 731 731 717 Auto Use Vehicles Entering The City’s post-recession growth in population and employment has Manhattan not been uniformly mirrored in indicators of auto use. south of 60th St N/A (thousands/day) • The number of vehicles entering Manhattan south of 60th Street on a 171.4 172.2 171.5 170.5 168.8 161.0 daily basis dropped in 2016. 146.4 142.7 126.2 128.5 • The number of yellow cab trips dropped 25% since 2010. However, app-based for-hire vehicles, also known as ride-hail services, recorded an all-time high of 92.5 million trips in 2016, more than off-setting the Citywide Taxi Trips decline in yellow taxi trips. (millions) • The number of household vehicle registrations increased by 8.3% 2,044 1,879 1,914 since 2010, resulting in a slight increase in per capita car ownership. 2,071 1,962 1,961 1,978 2,016 2,057 While this continues the City’s car-light growth pattern, it is in contrast 1,633 to its previous period of growth (between 1990 and 2000) when per capita car ownership actually declined as the population increased. Vehicle • The number of for-hire vehicle registrations—which includes taxis, Registrations green cabs, black cars and private cab companies—has more than (thousands) doubled since 2010, even as yellow cab trips decline. New York City 85.2 has added 44,000 for-hire vehicle registrations since 2010. 72.0 52.7 60.4 48.4 48.0 Travel Speeds 46.4 41.2 44.4 Taxi & For-Hire Travel speeds through Manhattan and across the City have declined 20.2 Vehicle Registrations$ consistently since 2012. (thousands) • Citywide bus speeds declined marginally in 2016, down 0.4% since 8.03 2015 and 2.6% since 2010. 7.82 7.64 7.71 7.68 7.53 7.49 7.47 7.44 • Travel speeds in the Manhattan Central Business District (CBD) also saw a slight decline between 2015 and 2016, and are down by 21% NYCT Bus since 2010. Citywide Speed (mph) N/A

9.1 8.8 9.1 8.5 8.0 7.4 7.2 Travel Speed in Manhattan south of 60th St (mph) N/A N/A N/A

12 1980 1990 2000 2010 2011 2012 2013 2014 2015 2016

835 776 745 764 751 747 731 731 717

Vehicles Entering Manhattan south of 60th St N/A (thousands/day) 171.4 172.2 171.5 170.5 168.8 161.0 146.4 142.7 126.2 128.5

Citywide Taxi Trips (millions)

2,044 1,879 1,914 2,071 1,962 1,961 1,978 2,016 2,057 1,633

Vehicle Registrations (thousands) 85.2 72.0 52.7 60.4 48.4 48.0 46.4 41.2 44.4 Taxi & For-Hire 20.2 Vehicle Registrations$ (thousands)

8.03 7.82 7.64 7.71 7.68 7.53 7.49 7.47 7.44

NYCT Bus Citywide Speed (mph) N/A

9.1 8.8 9.1 8.5 8.0 7.4 7.2 Travel Speed in Manhattan south of 60th St (mph) N/A N/A N/A

N/A means data is not available. For detailed methodology, see appendix.

13 CitywideCitywide BusBus SpeedsSpeeds

NYC DOT has been using MTA Bus Time data to measure the speeds of individual buses along roadways since 2012. The agency can use bus speeds as a proxy to paint a picture of general travel speeds across the city. The map at right depicts the median speeds of buses traveling through each census tract in the city. Travel speeds in most of Midtown Manhattan range between 6 and 9 mph, with concentrations of slower speeds around Herald Square and north of Times Square. However, concentrations of slower speeds are not con ned to the Manhattan CBD, and can also be seen in transit and commercial hubs across the city, including Southern Brooklyn, Jamaica Slow travel Queens, and the South Bronx. speeds Census tracts furthest from the Manhattan CBD and those encompassing limited-access roadways such as the Gowanus Expressway, Staten Island Expressway, or the Long Island Expressway tend to be associated with are not higher speeds. conﬁned Methodology to the Bus speed data shown in this map are based on GPS data from MTA Bus Time that indicate the location of individual buses over time on their Manhattan routes. Data was collected between 4 p.m. and 6 p.m. every typical weekday (Tuesday-Thursday) in November 2017, excluding Veterans’ Day, CBD. Thanksgiving, and the Wednesday prior to Thanksgiving. Individual bus time speed points were spatially joined to census tracts using a 50-foot buffer to account for bus routes that ran along census tract borders. These instantaneous speeds include time stopped at bus stops or traf c lights, and so will register slower in areas with heavy ridership and frequent traf c signals. Because speed points are reported at regular intervals, slower moving buses naturally report more speed points in any given census tract than faster buses. Speed points less than 0.9 mph are not included.

Median speeds tend to be higher than average (mean) speeds because they are not skewed by the slowest speeds measured in each census tract. As reference, while average citywide bus speeds in 2017 were 7.44 mph, the median citywide bus speed in this analysis was 10.70 mph.

14 15 2017 Median Speed (mph) Bus Speeds Weekdays 0.00 - 0.90 0.91 - 6.00 6.01 - 9.00 9.01 - 12.00 4 pm – 6 pm 12.01 - 15.00 15.01 +

Citywide Median Bus Speeds 2017 Median Speed (mph) 0.00 - 0.90 1.00 - 6.00 mph 0.91 - 6.00 6.01- 9.00 mph 6.01 - 9.00 9.01- 12.00 mph 9.01 - 12.00 12.01- 15.00 mph 12.01 - 15.00 15.01 + 15.01+ mph Major Roadways

14 15 Citywide Bus Speeds

Using MTA Bus Time data, NYC DOT can also compare bus speeds from year to year and identify corridors or neighborhoods where speeds have increased or decreased over time. In the map of census tracts to the right, orange and red represent areas where bus speeds have slowed since 2015. Blue indicates that speeds have increased, and tan that they have not changed signi cantly. Despite increased speeds in select tracts, citywide bus speeds continue to decrease in general.

While Midtown Manhattan consistently registers some of the slowest travel Bus speeds speeds in the city, this data shows that speeds have stabilized in certain census tracts and even slightly improved in Central and Eastern Midtown. In in large contrast, travel speeds along congested corridors in Brooklyn and Queens fell between 2015 and 2017. When compared to 2015 travel speeds, Staten sections of Island buses slowed down slightly but remained above 10 mph.

the outer Methodology boroughs Bus speed data shown in this map are based on GPS data from MTA Bus Time that indicate the location of individual buses over time on their routes. dropped Data was collected between 4 p.m. and 6 p.m. every typical weekday (Tuesday-Thursday) in November 2015 and November 2017, excluding between Veterans’ Day, Thanksgiving, and the Wednesday prior to Thanksgiving. Individual bus time speed points were spatially joined to census tracts 2015 and using a 50-foot buffer to account for bus routes that ran along census tract borders. These instantaneous speeds include time stopped at bus stops 2017. or traf c lights, and so will register slower in areas with heavy ridership and frequent traf c signals. Because speed points are reported at regular intervals, slower buses naturally report more speed points in any given census tract than faster buses.

November 2017 median speeds were subtracted from November 2015 median speeds to create the speed deltas depicted in the map at right. Speed differentials between 2015 and 2017 have been grouped into two faster categories shown in blue and two slower categories shown in red and orange. Median travel speeds that changed less than 0.5 mph are not considered signi cant and the associated census tracts are depicted in tan.

16 17 Change in Bus Speeds between 2015 and 2017

Changes in Travel Speeds: 2015 - 2017

2.01+ mph 0.51—2.00 mph -0.49 — 0.50 mph -2.00 — -0.50 mph

-2.01+ mph Major Roadways

16 171717 12.0

10.0

8.0 9.1 mph 8.8 mph 9.1 mph 8.5 mph 8.0 mph 7.4 mph Manhattan 6.0 CBD & 7.2 mph 7.1 mph 6.4 mph 6.1 mph 4.0 6.5 mph Midtown Travel Speeds5.9 mph 5.5 mph 5.1 mph 5.0 mph 5.0 mph 2.0 CBD Speeds While Manhattan south of 60th Street is often referred to as the Central Average Taxi Speeds in Speeds overlaying Jan. Mar. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Business District (CBD), the Midtown Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. bar chart refer to

2010|1 Manhattan2010|3 2010|5 2010|7 2010|9 2011|1 2011|3 2011|5 CBD2011|7 2011|9 2012|1 and2012|3 2012|5 2012|7 the2012|9 2013|1 2013|3 2013|5 2013|7 2013|9 2014|1 2014|3 2014|5 2014|7 2014|9 2015|1 2015|3 2015|5 2015|7 2015|9 2016|1 2016|3 2016|5 2016|7 2016|9 2017|1 2017|3 2017|5 2017|7 2017|9 Core has the greatest concentration 2010 2010|11 2011 2011|11 20122012|11 20132013|11 2014annual2014|11 averages 2015 2015|11 20162016|11 2017 2017|11 Midtown Core of economic activity. Bounded by Citywide 172.2 million 171.5 million 170.5 million 168.8 million for161.0 Manhattan million 142.7CBD million 128.5 million 110.0 million 12.0 CBD 86.2 million 86.0 million 84.6 million 83.9 million and 80.1 millionMidtown Core.69.8 million 62.7 million 53.9 million East River and Ninth Avenue to the 2010-2017 Midtown Core 13.6 million 13.1 million 12.6 million 12.6 million 12.0 million 10.4 million 9.5 million 8.6 million east and west, and 59th and 35th Streets to the north and south, the roughly 1.8-square-mile Midtown Taxi speeds in Manhattan CBD (south of 60th Street) Core is home to the commercial Taxi speeds in the Midtown Core centers of Broadway, Rockefeller 10.0 Center, Herald Square, and Times Square. Looking at taxi GPS data as a proxy for travel speeds, the concentration of activity within this zone and its effect on travel speeds becomes clear. 8.0 9.1 mph 8.8 mph 9.1 mph 8.5 mph 8.0 mph 7.4 mph Midtown 6.0 7.2 mph 7.1 mph Core

Manhattan south of 60th Street 6.4 mph 6.1 mph 4.0 6.5 mph 5.9 mph 5.5 mph 5.1 mph 5.0 mph 5.0 mph 2.0 CBD Speeds Jan. Mar. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. 2010|1 2010|3 2010|5 2010|7 2010|9 2011|1 2011|3 2011|5 2011|7 2011|9 2012|1 2012|3 2012|5 2012|7 2012|9 2013|1 2013|3 2013|5 2013|7 2013|9 2014|1 2014|3 2014|5 2014|7 2014|9 2015|1 2015|3 2015|5 2015|7 2015|9 2016|1 2016|3 2016|5 2016|7 2016|9 2017|1 2017|3 2017|5 2017|7 2017|9 2010 2010|11 2011 2011|11 2012 2012|11 20132013|11 20142014|11 20152015|11 20162016|11 2017 2017|11

Annual Citywide 172.2 million 171.5 million 170.5 million 168.8 million 161.0 million 142.7 million 128.5 million 110.0 million Taxi CBD 86.2 million 86.0 million 84.6 million 83.9 million 80.1 million 69.8 million 62.7 million 53.9 million Trips Midtown Core 13.6 million 13.1 million 12.6 million 12.6 million 12.0 million 10.4 million 9.5 million 8.6 million 18

Taxi speeds in Manhattan CBD (south of 60th Street) Taxi speeds in the Midtown Core • Even as average travel speeds declined in both zones from 2012 onward, Midtown Core average Midtown Core travel speeds are consistently 30% slower than CBD speeds. speeds are • Travel speeds in both zones dropped most sharply between 2012-2013 consistently and 2014-2015, but have since leveled out to current speeds. 30% slower than • Despite slower speeds overall, basic seasonal travel patterns of faster 12.0 speeds in January and August, and slower speeds in September and CBD speeds November remain.

10.0

8.0 9.1 mph 8.8 mph 9.1 mph 8.5 mph 8.0 mph 7.4 mph 6.0 7.2 mph 7.1 mph

6.4 mph 6.1 mph 4.0 6.5 mph 5.9 mph 5.5 mph 5.1 mph 5.0 mph 5.0 mph 2.0 CBD Speeds Jan. Mar. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. 2010|1 2010|3 2010|5 2010|7 2010|9 2011|1 2011|3 2011|5 2011|7 2011|9 2012|1 2012|3 2012|5 2012|7 2012|9 2013|1 2013|3 2013|5 2013|7 2013|9 2014|1 2014|3 2014|5 2014|7 2014|9 2015|1 2015|3 2015|5 2015|7 2015|9 2016|1 2016|3 2016|5 2016|7 2016|9 2017|1 2017|3 2017|5 2017|7 2017|9 2010 2010|11 2011 2011|11 2012 2012|11 2013 2013|11 20142014|11 20152015|11 20162016|11 2017 2017|11

Citywide 172.2 million 171.5 million 170.5 million 168.8 million 161.0 million 142.7 million 128.5 million 110.0 million

CBD 86.2 million 86.0 million 84.6 million 83.9 million 80.1 million 69.8 million 62.7 million 53.9 million

Midtown Core 13.6 million 13.1 million 12.6 million 12.6 million 12.0 million 10.4 million 9.5 million 8.6 million 19

Taxi speeds in Manhattan CBD (south of 60th Street) Taxi speeds in the Midtown Core Second Avenue Subway

The East Side of Manhattan had once hosted elevated train lines on Second Avenue and Third Avenue in addition to the Lexington Avenue subway line. By 1955, however, the entire neighborhood’s transit options were only buses and the Lexington Avenue subway. The Second Avenue Subway had been proposed in the 1920s and again in the 1950s, but no construction occurred either time. By the early 1970s, however, shovels were in the ground and the City of New York had changed its zoning on the 110th St East Side of Manhattan to permit the construction of higher, denser residential buildings to take advantage of imminent new subway service. The City’s scal crisis in 1975 halted Second Avenue Subway construction, but people continued to move into the East Side’s new housing developments. For decades, more and more New Yorkers made do with the East Side’s limited transit options, either Q by accepting the overcrowded Lexington Line, or avoiding 96th St 96th St it through the use of buses, personal cars, or taxis.

The opening of the rst phase of the Second Avenue Subway on January 1, 2017, marked the return of rail options to the Upper East Side of Manhattan. New Yorkers can now choose between the Lexington Avenue 4, 5, 86th St and 6 lines and the two miles of new rail running from the 86th St Upper East Side to Times Square with three new stations at 96th Street, 86th Street, 72nd Street, and an expanded station at 63rd Street / Lexington Avenue. The train service

First Av First

York Av York

Third Av Third continues along the Q route to Coney Island, Brooklyn. 79th St Av Av SecondSecond

While the MTA is planning a second phase of construction to extend the line north to East 125th Street, the rst phase of the Second Avenue Subway gives New Yorkers 72nd St new transit options to incorporate into their daily travel

Park Av Park

Madison Av Madison patterns. A few months after the launch of the Second Av Lexington Avenue Subway, NYC DOT circled back to see how the new subway service had changed the travel patterns of Upper East Siders and if that had any impact on surface 63rd St transportation.

63rd St

Lexington Av4 / 57th 7thSt / Av 5 6

49th St

42nd St Ridership Proﬁles

NYC DOT conducted intercept surveys of Second Avenue Subway riders asking how they got around before the new subway service opened. The vast majority of riders had changed to the Q from the Lexington Avenue 4, 5, and 6 lines. Modes Used Before Second Avenue Subway More than 80%

Lexington of surveyed Avenue Second Ave Subway Other 82% 18% Subway riders used to ride the Lexington Ave line. Bus was the most prevalent mode for Second Avenue Subway riders who hadn’t taken the Lexington Avenue subway before. Others had previously walked, hailed taxis, or used a different subway line to reach their destination. Non-Lexington Avenue Subway Riders: Other Modes Used

50% 40% 45% 30% 20% 10% 14% 10% 10% 8% 2% 0% 6% 6% Bus Walk Taxi Another Ride Other Didn't Blank/ Subway Hail Make Not Line This Trip Speciﬁed

*Respondents could select multiple options Methodology Mode shift data is derived from NYC DOT Rider Intercept Surveys conducted by NYC DOT Street Ambassadors between 11 am-6 pm on Sunday April 23 and Wednesday April 26, where 240 customers were surveyed at the 72nd, 86th and 96th Street Q train stations.

Yellow cab trip data over successive Januarys is compiled by the Taxi and Limousine Commission, which also compiles the annual trip data of ride-hail companies. 21

. Second Avenue Subway

All across the city, the number of yellow and green cab trips are declining, while ride-hail services such as Uber and Lyft are increasing. The Upper East Side mirrored these citywide trends until the launch of Second Avenue Subway service. After January 2017, the number of yellow cab trips dropped much more dramatically in the Upper East Side than the rest of the city. Daily Yellow Cab Trips in the Month of January: Percent Change from Year Prior Second Avenue Yellow Cab Trips, Upper East Side After the Yellow Cab Trips, Upper East Side Subway Yellow Cab Trips, Citywide launches 15% Yellow Cab Trips, Citywide launch, 10% 15% 5% 10% 0% yellow 5% -5% -10% 0% cab trips -15% -5% -20% -10% -11% dropped -25% -15% -30% -35% -20% signiﬁcantly -40% -25% 2011 2012 2013 2014 2015 2016 2017 -30% -35% more on the -36% -40% Upper East 2011 2012 2013 2014 2015 2016 2017 While the number of trips made by ride-hail services such as Uber and Lyft continues Side than to increase on a citywide basis, the increase in ride-hail trips between 2016 and 2017 citywide was smaller on the Upper East Side than in Manhattan and the city as a whole. Annual Ride-Hail Pick Ups: Percent Increase from 2016 to 2017

2016 Total Ride-hail pick-ups 169,137 63% 115,529 42% 15,776 35% 2017 Total Ride-hail pick-ups 274,977 increase 163,880 increase 21,239 increase

Upper Citywide Manhattan East Side Methodology

Ride-hail and yellow cab trip data comes courtesy of the Taxi and Limousine Commission. Traf c volume data after the launch of the Second Avenue Subway (SAS) was collected during peak morning and evening periods on typical weekdays in April 2017. Pre-SAS launch traf c volume data averages peak period traf c counts collected on typical weekdays in the spring and fall of 2014, 2015, and 2016. Average travel speeds are calculated from yellow cab GPS data collected along Second Avenue between 110th and 42nd Streets from 7 am to 7 pm on all typical 22 weekdays during the months of January 2016, January 2017, and January 2018. Surface Transportation Effects

In April 2017, NYC DOT collected traf c volumes on city streets around the newly opened Second Avenue Subway and compared them to traf c counts Travel taken during the previous three years (2014-2016). In 2017, southbound traf c volumes on Lexington and Second Avenues decreased in the speeds morning and afternoon peak periods, while northbound traf c volumes on York, First, and Third Avenues increased along some stretches and decreased along others. increased Trafﬁc Volume Changes After the Launch of after the the Second Avenue Subway Second Ave Subway launched

Morning peak period volume changes Evening peak period volume changes

A comparison of average monthly travel speeds in January 2016, January 2017, and January 2018 shows that travel speeds increased on Upper East Side avenues after the launch of the Second Avenue Subway.

Southbound and Northbound Travel Speeds Along Upper East Side Avenues: 2016 - 2018

SOUTHBOUND SPEEDS NORTHBOUND SPEEDS 12 12 12 12 11 11 11 11 10.8 10 10 10 mph 10 9.9 9.8 10.2 9 9 9 mph mph 9 9.59.5 mph mph 9.2 mph 8 8 8 8 7.8 7.5 7.6 mph 7 7.3 mph 7 7.2 mph 7 7 6.6 mph mph 6 mph 6 6 6 5 5 5 5 4 4 4 4 3 3 3 3 2 2 2 2

1 1 1 1 0 0 0 0 2016 2017 2018 2016 2017 2018 2016 2017 2018 2016 2017 2018 Lexington Avenue 2nd Avenue 1st Avenue 3rd Avenue

23 Citywide Mobility Survey

In 2017 NYC DOT launched its rst Citywide Mobility Survey, a phone and online questionnaire that was taken by thousands of New Yorkers across all ve boroughs. The Citywide Mobility Survey will be repeated annually and allow NYC DOT to:

• Understand the factors and experiences that drive transportation choices for New York City residents

• Assess public views on the current state of transportation within the City

• Establish an ongoing tracking program regarding mobility preferences and usage patterns over time and throughout the City.

Using a 40-question survey instrument, NYC DOT collected data on mode choice, trip patterns, parking behavior, use of ride-hailing apps and carsharing services, and household deliveries.

Key Benchmarks: • 67% of trips reported citywide were made without the use of a private vehicle

• 35% of New Yorkers report using ride-hailing services

• 8% of survey respondents reported being members of carsharing services

• 53% of car owners reported parking a least one car on street

• 41% of New Yorkers reported receiving a delivery at their home at least a few times a week

Trip Proﬁle: New York City

Primary Mode Choice Trip Purpose n=3252 n=3252 Commute 33% Car 32% Social/ Recreation 23% Walk 28% Shopping 17% Subway 23% Personal Errands 8% Bus 8% School 4% Bike 3% Sustainable Medical 4% Mode Visit For-Hire 3% Share: Vehicle 62% Business 3% Other 3% ? ? Other 8%

24 While mode share differs signi cantly from borough to borough and By Zone: 60% neighborhood to neighborhood, the majority of all trips reported by 75% residents of each survey zone were Percent of Trips 87% Using Sustainable made by a sustainable mode such as walking, biking, and transit — except Modes for residents of Staten Island.

• Sustainable mode share is above 85% 60% 51% the citywide average in Upper Manhattan and the Manhattan Core, the Southern Bronx, and 60% Inner Brooklyn. 66% • One out of every ve trips reported by residents of Staten Island was made by a sustainable mode.

56% 22%

28%

38% 15%

By Zone: 37% Percent of Reported 10% Inter-Borough Trips 32%

In addition to mode choice, the survey 40% 37% allows NYC DOT to better understand citywide travel patterns.

• Residents of Inner Brooklyn, Inner and Outer Queens, and the Southern 24% Bronx are the most likely to make trips to other boroughs. 15% • Conversely, 80% of trips reported by residents of Manhattan and 73% of those by Staten Island residents never leave their home boroughs.

Methodology The survey, which was elded from May 13, 2017 through July 1, 2017, was divided into two sections: the main survey and the trip diary. The main survey assessed behaviors, attitudes, and perceptions of transportation throughout New York City. The trip diary recorded each trip that respondents had taken the previous day. A trip was de ned as any one- way journey that started in one location and ended in another. A total of 3,603 New York City residents aged 18 and over participated in the survey. The sample size for the trip diary data set is n=6,986 trips, 3,252 of which were captured by phone and 3,734 online. The margin of error for the phone sample is ± 2.3%. For full survey methodology, see appendix.

25 25 Citywide Mobility Survey

New Mobility In the past decade, New York City has seen a signi cant growth of “new” and shared mobility services. In addition to Citi Bike, the country’s largest bike share system, New York City streets are now hosting ride-hail services like Uber, Via, and Lyft as well as popular carsharing services, offered by companies such as Zipcar, Enterprise CarShare, ReachNow, and Car2Go.

Beyond the rising number of for-hire vehicle registrations tracked in this report, substantial growth of ride-hail services is evident in the share of all FHV trips that they now represent. Annual trips by ride-hail services increased by 71% between 2016 and 2017. For the rst time, more trips were made by ride-hail than by taxis and overall FHV trips grew by 21%. The Citywide Mobility Survey paints a clearer picture of how residents interact with these services as well as how uptake and usage patterns vary across the City.

Ride-Hail Trends: Taxi & Ride-Hail Trips • 35% of New Yorkers use ride-hailing services. 3 2.5 2 • Ride-hail services are most commonly used for 92.5 158.0 social and recreational trips, although 27% of 1.5 1 128.5 respondents reported using them at some point .5 110.0 for commuting. Trips / Millions 0 2016 2017

• Respondents who reported having a disability Taxi trips Ride-hail trips are signiﬁcantly more likely to use ride-hail services several times a week than those who did not report a disability. Ride-Hail Mode Shift* • Citywide, 50% of ride-hail users indicated that How would you make this trip if not by ride-hail? the service replaces trips previously made by n = 616 *Respondents could select multiple options transit. 50% 50% 43% • In Northern Manhattan and Northern Bronx, 40% 66% of people reported using ride-hail services 30% to replace transit trips. 20% 13% 12% • In Southern Bronx, Northern Bronx, and Staten 10% Island, over 68% of people reported that ride- 3% 2% 0% hail services replace local bus trips. Transit Taxi Walk Car Did not Bicycle or car make service trip Carshare Trends:

• Only 8% of respondents report being members of Carshare Membership n = 1801 carshare services. 3% 3% • 20% of carshare users report that they use carshare 2.5% for trips that they previously would not have taken; 2.0% 2% 29% are using carshare to replace transit trips. 1.5% 1.0% 1% 1% • Carshare is most commonly used for social/ 0.5% 0.0% recreation and personal errand trips. Zipcar Enterprise car2go ReachNow

26 First Mile / Last Mile Trips All NYC Trips n=543 Despite new transportation technologies, Connecting Connecting New York City remains a walking and transit city. Mode to from • 95% of New Yorkers walk to transit and 97% Transit Transit walk from transit—taking a for-hire vehicle or a bike to transit remains an outlier. Walk 95.4% 97.2% • The Bronx had the highest percentage of people connecting to or from transit by car, For-hire 0.4% 0.9% though it remains at only 4%. vehicle

Bicycle 0.3% 0.0%

Car 2.2% 0.6%

By Zone: Percent of Trips Made by Walking Residents of Manhattan, Inner Brooklyn, and Inner Queens are signi cantly more likely to make trips on foot. 19% • In the Manhattan core, nearly 50% of all trips are made by walking. 31% 33% • 91% of New Yorkers feel safe walking in their neighborhood.

• 83% of New Yorkers feel safe walking in the City. 32% • New Yorkers across all 10 zones agree it is 18% important to make crossing the street safer for 47% pedestrians.

24%

32%

28%

27 Citywide Mobility Survey

Parking

Realities of parking at the curb are not always reected in car ownership statistics. DOT’s mobility survey respondents shed light on how residents who own private vehicles rely on the curb to store their vehicles in varying degrees by borough, often based on neighborhood characteristics, such as the availability of driveways and off-street garages. This data will establish a benchmark for the changing uses of the curb.

Parking Behavior: Percent of Car Owners Where do you typically Parking On-Street* park each vehicle? Parking All NYC N=1032 Locations (phone only)

On the street 53% 55% In a single-family 25% garage/driveway 65% 63% In a driveway or lot in your apt 13% building In a shared 50% 8% 35% driveway 48% In another parking lot or 6% 46% garage 78% Note: Respondents could select multiple options

60% 47%

*phone and online

28 Freight and Home Deliveries

New York’s curbs are in high demand—not only for residential parking, but also for loading and unloading activities: The rising popularity of online shopping leads to growing demand for home and freight deliveries. Asking New Yorkers about their delivery patterns will help DOT better understand trends in delivery-related curb pressures.

Delivery Behavior: How often do you receive deliveries at home?

2% 4% 2% 2% 29% 13% at least 11% 55% at 27% at 12% 53% at a few 19% times a least a least a least a few 14% month few times 14% few times times a a month a month month

8% 6% 39%

32%

15% 26%

62% 30% 67% 20%

Groceries/ Prepared food Personal Other packages liquor/ (take out) items (laundry, (clothing, home household dry cleaning) goods, etc.) staples

Daily / most days On the whole, 41% of A few times a week A few times a month New Yorkers receive a A few times a year delivery at their home at Never least a few times a week.

29 30 Bx6 Select Bus Service, Bronx Appendices

14 Manhattan Trafﬁc S 21 Project Indicators

32 Trafﬁc & Transit Trends

36 Related Reports

38 Methodology

40 List of Abbreviations / Credits

Appendix

44 Trafﬁc and Transit Trends

46 Methodology for Crash Data

31 * Populations for interim years between the decennial CITYWIDE TRENDS TRAVEL INTO THE CBD (All data in thousands) census(All data(1990, in thousands2000, 2010)) are estimates, which may trend higher than populations ultimately reported by Daily NYC NYC Citywide Transit Ferry Daily transit Cyclists Year population employ- the decennialYear census.riders to/ vehicles riders into crossing int o trafﬁc** Ridership into CBD * * ment *** from CBD CBD CBD ** 1990 7,323 3,575 5,206 ** Sum1990 of all daily 87weekday 745traf c volumes 2,174 at Borough 2.2 1991 7,375 3,383 5,047 and City1991 boundaries. 84 759 2,154 2.6 1992 7,429 3,291 4,977 1992 81 776 2,127 3.2 1993 7,506 3,300 4,066 5,086 *** Sum1993 of average 81 daily boardings 760 on 2,157NYCT subways3.3 1994 7,570 3,331 4,089 5,236 (excluding1994 students 82 and seniors 754 using 2,206return trip 3.6 1995 7,633 3,349 4,137 5,259 coupons)1995 and buses, 82 MTA Bus 772 local routes, 2,210 and 4.9 1996 7,698 3,380 4,192 5,187 5.5 privately1996 operated 84 local buses. 787 2,237 1997 7,773 3,453 4,292 5,424 1997 84 817 2,249 5.2 1998 7,858 3,541 4,408 5,893 1998 85 842 2,294 4.1 1999 7,948 3,633 4,503 6,335 1999 103 842 2,431 4.4 2000 8,018 3,732 4,535 6,737 2000 85 835 2,517 3.0 2001 8,071 3,704 4,430 6,921 2001 n/a 700 2,390 3.7 2002 8,094 3,597 4,502 6,979 2002 129 797 2,441 4.6 2003 8,144 3,547 4,566 6,801 2003 119 832 2,392 6.6 2004 8,184 3,565 4,589 6,919 2004 102 825 2,454 6.4 2005 8,214 3,619 4,541 7,069 2005 100 810 2,472 7.0 2006 8,251 3,684 4,523 7,205 2006 97 806 2,566 9.7 2007 8,275 3,761 4,505 7,401 2007 101 795 2,683 9.3 2008 8,364 3,812 4,407 7,638 2008 105 759 2,743 12.2 2009 8,392 3,712 4,428 7,446 2009 105 770 2,586 15.6 2010 8,175 3,730 4,468 7,419 2010 110 776 2,662 16.8 2011 8,284 3,818 4,376 7,450 2011 102 764 2,662 18.9 2012 8,361 3,905 4,385 7,628 2012 106 751 2,762 19.1 2013 8,422 3,999 4,416 7,726 2013 98 747 2,826 20.9 2014 8,472 4,130 4,371 7,812 2014 88 731 2,852 21.5 2015 8,517 4,256 4,406 7,810 2015 109 731 2,983 22.1 2016 8,538 4,346 4,441 7,785 2016 123 7172,981 22.6

CITYWIDE TRENDS TRAVEL INTO THE CBD * Any discrepencies between these gures and those in (All data in thousands) (All data in thousands) previous SSI and NYMTC Hub Bound reports are due to revised methods of performing vehicle class counts. Daily NYC NYC Citywide Transit DAILY VEHICLEFerry TRAFFIC INTODaily THE transit CBD,Cyclists DAILY TRANSIT RIDERS INTO THE CBD, Year population employ- Ridership BYYear SECTORriders OF to/ ENTvehiclesRY * (All datariders in int thousandso crossing) into BY SECTOR OF ENTRY (All data in thousands) traffic** from CBD into CBD * * ment *** CBD CBD ** **Count is on a single mid-summer weekday from 1980, 1990 7,323 3,575 5,206 1990 New 87 60th 745 2,174 2.2 and 1985-2006,New on three separate60th weekdays in May, Year Queens Brooklyn YearYear Queens Brooklyn 1991 7,375 3,383 5,047 1991 Jersey 84 Street 759 2,154 2.6 July, and SeptemberJersey 2007,Street and from April to October 1992 7,429 3,291 4,977 19901992 1 0181 350776 1042,127 1913.2 after 2007.1990 264 754 521 598 1993 7,506 3,300 4,066 5,086 19911993 9881 357760 1042,157 2003.3 1991 257 764 522 579 1994 7,570 3,331 4,089 5,236 19921994 1 0182 382754 1082,206 1853.6 There 1992is no data available 250 for 747 the Williamsburg 503 Bridge 594 in 4.9 1995 7,633 3,349 4,137 5,259 19931995 1 0282 370772 1072,210 182 1991. 1993 254 755 515 601 5.5 1996 7,698 3,380 4,192 5,187 19941996 1 0484 358787 1072,237 185 1994 272 790 521 593 1997 7,773 3,453 4,292 5,424 1997 84 817 2,249 5.2 1995 104 361 117 189 The Manhattan1995 Bridge 269 path opened 800 to cycling 525 in 2001. 587 1998 7,858 3,541 4,408 5,893 19961998 1 0685 378842 1202,294 1834.1 1996 283 799 525 601 1999 7,948 3,633 4,503 6,335 19971999 110307 380842 1322,431 1974.4 1997 299 785 534 601 3.0 From 1980 to 2013, a multiplier of between 1.25 and 2000 8,018 3,732 4,535 6,737 19982000 1 0985 388835 1392,517 207 1998 292 795 552 624 2001 n/a 700 2,390 1.59 was applied to 12 hour 7am-7pm bicycle counts 2001 8,071 3,704 4,430 6,921 1999 112 393 135 2033.7 1999 312 866 571 645 to provide estimated 24-hour counts. This multiplier 2002 8,094 3,597 4,502 6,979 20022000 129112 797390 2,441132 2014.6 2000 332 877 596 682 2003 8,144 3,547 4,566 6,801 20032001 119 67 832371 2,392128 1346.6 was developed2001 from 325 the three 843 years of automated 553 668count 2004 8,184 3,565 4,589 6,919 20042002 102104 825380 2,454134 1796.4 data collected2002 since 335 January 8692014 to provide 559 estimated 645 7.0 2005 8,214 3,619 4,541 7,069 20052003 100110 810396 2,472140 186 24-hour2003 counts. 333 857 526 647 2006 8,251 3,684 4,523 7,205 20062004 1 9710 806385 2,566134 1969.7 2004 350 864 535 674 2007 8,275 3,761 4,505 7,401 20072005 101108 795379 2,683134 1889.3 From January2005 2014 356 onward, 876data was primarily 553 656 2008 8,364 3,812 4,407 7,638 20082006 105110 759366 2,743142 12.2 187 automated2006 and is 372an average 911 of each month 557 excluding 695 2009 105 770 2,586 15.6 2009 8,392 3,712 4,428 7,446 2007 110 356 137 192 holidays2007 and days 390 with precipitation. 926 597 738 2010 110 776 2,662 16.8 2010 8,175 3,730 4,468 7,419 2008 103 341 133 182 2008 388 977 596 746 2011 102 764 2,662 2011 8,284 3,818 4,376 7,450 2009 104 346 138 18.9 182 2009 385 889 565 711 2012 8,361 3,905 4,385 7,628 20122010 106105 751351 2,762134 19.1 186 2010 405 902 580 738 2013 8,422 3,999 4,416 7,726 20132011 1 9800 747349 2,826138 20.9 177 2011 401 906 583 737 2014 8,472 4,130 4,371 7,812 20122014 1 0088 334731 2,852 139 21.5 179 2012 400 944 601 778 Appendix: Traffic and Transit Trends and Transit Appendix: Traffic 2015 8,517 4,256 4,406 7,810 20132015 109 98 731 332 2,983 132 22.1 186 2013 409 968 616 799 2016 8,538 4,346 4,441 7,785 20142016 123 96 7132672 131,981 22.6 178 2014 412 978 613 820 2015 97 320 137 177 2015 465 983 636 841 2016 95 317 126 179 2016 461 972 626 841 32 32 DAILY VEHICLE TRAFFIC INTO THE CBD, DAILY TRANSIT RIDERS INTO THE CBD, BY SECTOR OF ENTRY * (All data in thousands) BY SECTOR OF ENTRY (All data in thousands)

New 60th New 60th Year Queens Year Queens Jersey Street Brooklyn Year Jersey Street Brooklyn 1990 101 350 104 191 1990 264 754 521 598 1991 98 357 104 200 1991 257 764 522 579 1992 101 382 108 185 1992 250 747 503 594 1993 102 370 107 182 1993 254 755 515 601 1994 104 358 107 185 1994 272 790 521 593 1995 104 361 117 189 1995 269 800 525 587 1996 106 378 120 183 1996 283 799 525 601 1997 107 380 132 197 1997 299 785 534 601 1998 109 388 139 207 1998 292 795 552 624 1999 112 393 135 203 1999 312 866 571 645 2000 112 390 132 201 2000 332 877 596 682 2001 67 371 128 134 2001 325 843 553 668 2002 104 380 134 179 2002 335 869 559 645 2003 110 396 140 186 2003 333 857 526 647 2004 110 385 134 196 2004 350 864 535 674 2005 108 379 134 188 2005 356 876 553 656 2006 110 366 142 187 2006 372 911 557 695 2007 110 356 137 192 2007 390 926 597 738 2008 103 341 133 182 2008 388 977 596 746 2009 104 346 138 182 2009 385 889 565 711 2010 105 351 134 186 2010 405 902 580 738 2011 100 349 138 177 2011 401 906 583 737 2012 100 334 139 179 2012 400 944 601 778 2013 98 332 132 186 2013 409 968 616 799 2014 96 326 131 178 2014 412 978 613 820 2015 97 320 137 177 2015 465 983 636 841 2016 95 317 126 179 2016 461 972 626 841 CITYWIDE TRENDS TRAVEL INTO THE CBD (All data in thousands) (All data in thousands) Daily NYC NYC Citywide Transit Ferry Daily transit Cyclists Year population employ- Year riders to/ vehicles riders into crossing into trafﬁc** Ridership into CBD * * ment *** from CBD CBD CBD ** 1990 7,323 3,575 5,206 1990 87 745 2,174 2.2 1991 7,375 3,383 5,047 1991 84 759 2,154 2.6 1992 7,429 3,291 4,977 1992 81 776 2,127 3.2 1993 7,506 3,300 4,066 5,086 1993 81 760 2,157 3.3 1994 7,570 3,331 4,089 5,236 1994 82 754 2,206 3.6 1995 7,633 3,349 4,137 5,259 1995 82 772 2,210 4.9 1996 7,698 3,380 4,192 5,187 1996 84 787 2,237 5.5 1997 7,773 3,453 4,292 5,424 1997 84 817 2,249 5.2 1998 7,858 3,541 4,408 5,893 1998 85 842 2,294 4.1 1999 7,948 3,633 4,503 6,335 1999 103 842 2,431 4.4 2000 8,018 3,732 4,535 6,737 2000 85 835 2,517 3.0 2001 8,071 3,704 4,430 6,921 2001 n/a 700 2,390 3.7 2002 8,094 3,597 4,502 6,979 2002 129 797 2,441 4.6 2003 8,144 3,547 4,566 6,801 2003 119 832 2,392 6.6 2004 8,184 3,565 4,589 6,919 2004 102 825 2,454 6.4 2005 8,214 3,619 4,541 7,069 2005 100 810 2,472 7.0 2006 8,251 3,684 4,523 7,205 2006 97 806 2,566 9.7 2007 8,275 3,761 4,505 7,401 2007 101 795 2,683 9.3 2008 8,364 3,812 4,407 7,638 2008 105 759 2,743 12.2 2009 8,392 3,712 4,428 7,446 2009 105 770 2,586 15.6 2010 8,175 3,730 4,468 7,419 2010 110 776 2,662 16.8 2011 8,284 3,818 4,376 7,450 2011 102 764 2,662 18.9 2012 8,361 3,905 4,385 7,628 2012 106 751 2,762 19.1 2013 8,422 3,999 4,416 7,726 2013 98 747 2,826 20.9 2014 8,472 4,130 4,371 7,812 2014 88 731 2,852 21.5 2015 8,517 4,256 4,406 7,810 2015 109 731 2,983 22.1 2016 8,538 4,346 4,441 7,785 2016 123 7172,981 22.6

CITYWIDE TRENDS TRAVEL INTO THE CBD (All data in thousands) (All data in thousands) * Any discrepencies between these gures and those DAILY VEHICLE TRAFFICDaily INTO THE CBD, DAILY TRANSIT RIDERS INTO THE CBD, NYC NYC Citywide Transit Ferry Daily transit Cyclists in previous SSI and NYMTC Hub Bound reports are Year population employ- BYYear SECTORriders OF to/ ENTvehiclesRY * (All datariders in int thousandso crossing) into BY SECTOR OF ENTRY (All data in thousands) trafﬁc** Ridership into CBD * * ment *** from CBD CBD CBD ** due to revised methods of performing vehicle class New 60th counts. New 60th 1990 7,323 3,575 5,206 Year1990 87 745 Queens 2,174 Brooklyn 2.2 Year Queens Brooklyn 1991 7,375 3,383 5,047 1991 Jersey 84 Street 759 2,154 2.6 Jersey Street 1992 7,429 3,291 4,977 19901992 1 0181 350776 1042,127 1913.2 1990 264 754 521 598 1993 7,506 3,300 4,066 5,086 19911993 9881 357760 1042,157 2003.3 1991 257 764 522 579 1994 7,570 3,331 4,089 5,236 19921994 1 0182 382754 1082,206 1853.6 1992 250 747 503 594 1995 7,633 3,349 4,137 5,259 19931995 1 0282 370772 1072,210 1824.9 1993 254 755 515 601 1996 7,698 3,380 4,192 5,187 19941996 1 0484 358787 1072,237 1855.5 1994 272 790 521 593 1997 7,773 3,453 4,292 5,424 19951997 1 0484 361817 1172,249 1895.2 1995 269 800 525 587 1998 7,858 3,541 4,408 5,893 19961998 1 0685 378842 1202,294 1834.1 1996 283 799 525 601 1999 7,948 3,633 4,503 6,335 19971999 110307 380842 1322,431 1974.4 1997 299 785 534 601 2000 8,018 3,732 4,535 6,737 19982000 1 0985 388835 1392,517 2073.0 1998 292 795 552 624 2001 8,071 3,704 4,430 6,921 19992001 1n/a12 393700 1352,390 2033.7 1999 312 866 571 645 2002 8,094 3,597 4,502 6,979 20002002 112912 390797 1322,441 2014.6 2000 332 877 596 682 2003 8,144 3,547 4,566 6,801 20012003 119 67 371832 1282,392 1346.6 2001 325 843 553 668 2004 8,184 3,565 4,589 6,919 20022004 110204 380825 1342,454 1796.4 2002 335 869 559 645 2005 8,214 3,619 4,541 7,069 20032005 110010 396810 1402,472 1867.0 2003 333 857 526 647 2006 8,251 3,684 4,523 7,205 20042006 1 1097 385806 1342,566 1969.7 2004 350 864 535 674 2007 8,275 3,761 4,505 7,401 20052007 110108 379795 1342,683 1889.3 2005 356 876 553 656 2008 8,364 3,812 4,407 7,638 20062008 1 10510 366759 1422,743 12.2187 2006 372 911 557 695 2009 8,392 3,712 4,428 7,446 20072009 110510 356770 1372,586 15.6 192 2007 390 926 597 738 2010 8,175 3,730 4,468 7,419 20082010 111003 341776 1332,662 16.8 182 2008 388 977 596 746 2011 8,284 3,818 4,376 7,450 20092011 110204 346764 1382,662 18.9 182 2009 385 889 565 711 2012 8,361 3,905 4,385 7,628 20102012 110605 351751 1342,762 19.1 186 2010 405 902 580 738 2013 8,422 3,999 4,416 7,726 20112013 1 0098 349747 1382,826 20.9 177 2011 401 906 583 737 2014 8,472 4,130 4,371 7,812 20122014 1 0088 334731 2,852 139 21.5 179 2012 400 944 601 778 2015 8,517 4,256 4,406 7,810 2013 2015 109 98 332731 1322,983 22.1 186 2013 409 968 616 799 2016 8,538 4,346 4,441 7,785 20142016 123 96 3267172 131,981 22.6 178 2014 412 978 613 820 2015 97 320 137 177 2015 465 983 636 841 2016 95 317 126 179 2016 461 972 626 841

DAILY VEHICLE TRAFFIC INTO THE CBD, DAILY TRANSIT RIDERS INTO THE CBD, BY SECTOR OF ENTRY * (All data in thousands) BY SECTOR OF ENTRY (All data in thousands)

33 33 (All datainthousands) TRAVEL OUTSIDETHE CBD (All datain thousands) VEHICLE VOLUMES AT DAILY 6 51 1 198 311 531 960 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 2016 2015 2014 2013 3,669 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1990 1990 1990 1990 1990 1990 Year Year VEHICLE TRAFFIC OUTSIDE THE CBD, TWO-WA Queens Nassau- Daily vehicletrafﬁc * outside theCBD* Daily vehicletrafﬁc 5 4 2 203 327 541 959

3 22 183 272 537 540 9 52 6 178 266 542 892 9 56 7 181 274 526 897 9 52 7 185 277 522 893 9 51 7 185 273 531 896 0 57 7 183 272 547 907 2 50 8 195 286 560 920 4 53 9 195 291 563 947 4 59 9 203 295 579 940 4 59 9 219 294 569 947 4 52 0 212 300 552 944 6 50 9 206 299 550 969 6 52 1 206 312 552 966 5 51 9 194 297 561 959 3 57 0 207 309 557 935 5 58 0 201 304 558 952 5 59 0 204 309 539 952 5 54 9 202 299 544 956 6 50 9 204 298 550 964 5 55 8 195 289 545 958 6 57 9 193 293 547 964 7 58 9 192 294 558 970 6 58 9 187 299 538 963 3,674 3,640 ,3 2,123 2,097 2,154 2,190 2,240 2,119 2,192 2,138 2,160 3,634 2,115 3,611 2,077 3,690 2,062 3,657 2,131 3,651 2,080 3,714 1,983 3,722 1,883 3,736 3,767 3,749 3,710 3,734 3,704 1,749 3,660 3,566 3,478 3,410 3,366 3,335 3,305 3,725

BOROUGH OR CITYBOUNDARIE S

Manhattan The Br

onx-

Queens * T he Br 200 2,090 ridership ** Daily bus 2,074 onx- Bridge Narrows Ve

rrazano Y

34 2014 Appendix: Trafﬁc and Transit Trends (All datainthousands) TRAVEL OUTSIDETHECBD (All datainthousands) DAILY VEHICLE VOLUMESAT (All datainthousands) DAILY VEHICLE VOLUMESAT BY BOROUGH * DAIL 6 51 1 198 311 531 960 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 2016 2015 2014 2013 3,669 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1990 1990 1990 1990 1990 1990

6 15 145 268 273 1992 1991 1990 6 56 4 519 141 506 261 1993 6 56 4 537 144 516 260 1994 6 52 4 547 144 532 266 1995 7 58 4 554 147 548 275 1996 8 55 5 580 152 555 282 1997 9 56 5 587 157 566 297 1998 1 54 6 595 167 584 318 1999 1 51 6 614 165 591 318 2000 0 67 7 612 177 607 309 2001 1 60 7 592 179 620 311 2002 1 60 7 612 175 620 319 2003 1 67 7 615 174 627 315 2004 0 63 7 615 172 633 304 2005 1 65 7 601 176 625 312 2006 9 66 7 601 170 636 291 2007 9 59 6 590 166 599 293 2008 9 69 6 592 166 609 290 2009 9 67 6 597 168 617 292 2010 8 62 7 574 170 602 280 2011 7 65 6 592 164 605 277 2012 7 60 5 608 158 610 278 2013 8 60 5 596 156 620 281 2014

25 2 13 595 163 2016 2015 295622 Year Year Year 2016 2015 Year 03 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990

98 6 5 55 0 83 602 515 453 96 1998 1997 1996 1995 1994 1993 1992 1991 1990 99 0 43 5 68 89 648 556 483 109 1999 00 1 55 8 60 93 680 589 505 116 2000 01 2 58 1 71 96 721 614 528 122 2001 02 2 55 2 79 96 749 623 535 128 2002 03 2 55 9 78 93 728 599 515 126 2003 04 3 53 9 77 93 737 593 523 131 2004 05 3 59 2 71 94 741 620 529 132 2005 06 3 53 4 74 96 744 647 543 130 2006 07 3 55 8 76 97 736 685 545 130 2007 08 2 51 2 73 97 733 729 551 129 2008 09 2 59 2 73 94 703 726 539 127 2009 00 2 58 2 69 94 669 728 538 126 2010 01 2 50 2 60 92 640 724 520 122 2011 02 2 59 3 62 91 642 737 529 123 2012 03 2 53 4 64 94 634 742 543 124 2013 04 1 58 3 61 95 621 735 548 119 2014 VEHICLETRAFFICOUTSIDETHECBD,TWO-WA VEHICLETRAFFICOUTSIDETHECBD,TWO-W Y BUS RIDERSHIP OUTSIDE THE CBD, Bridge Wa George Manhattan* Upper Queens Nassau- Daily vehicletrafﬁc * outside theCBD* Daily vehicletrafﬁc 5 4 2 203 327 541 959

117 hington ,3 2,123 2,097 2,154 2,190 2,240 2,119 2,192 2,138 2,160 3,634 2,115 3,611 2,077 3,690 2,062 3,657 2,131 3,651 2,080 3,714 1,983 3,722 1,883 3,736 3,767 3,749 3,710 3,734 3,704 1,749 3,660 3,566 3,478 3,410 3,366 3,335 3,305 3,725

BOROUGHORCITYBOUNDARIES BOROUGHORCITYBOUNDARIES

(All data inthousands) * The Br We Manhattan The Br

Bronx The l 523 539

stchester-

onx onx- Queens

728 3 0 95 607 732 Queens * T Island-NJ Staten he Br 169 169 200 2,090

ridership ** Daily bus 2,074 Brooklyn onx- l 610 Bridge Narrows Ve Br Queens-

595

96 rrazano Y o

oklyn Island Staten

2014

private andMTA Buslocalroute dataare estimates. only availableforNYCTlocalroutes (2002-2005), operators. Duringyearsforwhichcompletedataare routes operatedbyNYCT, MTA Bus,andprivate ** Sumofallaveragedailyboardings onlocalbus Manhattan CBD. boundaries, excludingvolumesatpointsenteringthe * Sumofalldailytraf c volumesatborough andcity (All datainthousands) VEHICLE VOLUMESAT DAILY BY BOROUGH* DAIL 6 15 145 268 273 1992 1991 1990 6 56 4 519 141 506 261 1993 6 56 4 537 144 516 260 1994 6 52 4 547 144 532 266 1995 7 58 4 554 147 548 275 1996 8 55 5 580 152 555 282 1997 9 56 5 587 157 566 297 1998 1 54 6 595 167 584 318 1999 1 51 6 614 165 591 318 2000 0 67 7 612 177 607 309 2001 1 60 7 592 179 620 311 2002 1 60 7 612 175 620 319 2003 1 67 7 615 174 627 315 2004 0 63 7 615 172 633 304 2005 1 65 7 601 176 625 312 2006 9 66 7 601 170 636 291 2007 9 59 6 590 166 599 293 2008 9 69 6 592 166 609 290 2009 9 67 6 597 168 617 292 2010 8 62 7 574 170 602 280 2011 7 65 6 592 164 605 277 2012 7 60 5 608 158 610 278 2013 8 60 5 596 156 620 281 2014

25 2 13 595 163 2016 2015 295622 Year 2016 2015 Year 03 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990

Y BUSRIDERSHIPOUTSIDETHECBD, Bridge Wa George Manhattan* Upper 9 642 290 s 117

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BOROUGHORCITYBOUNDARIES (All datainthousands) * The Br We

Bronx The l 523 539

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Brooklyn l 610 Br Queens- AY

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TRAVEL OUTSIDE THE CBD DAILY VEHICLE TRAFFIC OUTSIDE THE CBD, TWO-WAY VEHICLE VOLUMES AT BOROUGH OR CITY BOUNDARIES (All data in thousands) (All data in thousands)

Daily vehicle trafﬁc Daily bus George Westchester- Daily vehicle trafﬁc * Wa shington Staten Queens - Year Year The Bronx Island-NJ Brooklyn outside the CBD * ridership ** Bridge 19901990 1990 273 19911990 1991 19921990 1992 268 145 19931990 3,305 1993 261 506 141 519 19941990 3,335 1994 260 516 144 537 19951990 3,366 1995 266 532 144 547 19961996 3,410 1996 275 548 147 554 19971997 3,478 1997 282 555 152 580 19981998 3,566 1,749 1998 297 566 157 587 19991999 3,660 1,883 1999 318 584 167 595 20002000 3,704 1,983 2000 318 591 165 614 20012001 3,734 2,080 2001 309 607 177 612 20022002 3,710 2,131 2002 311 620 179 592 20032003 3,749 2,062 2003 319 620 175 612 20042004 3,767 2,077 2004 315 627 174 615 20052005 3,736 2,115 2005 304 633 172 615 20062006 3,722 2,160 2006 312 625 176 601 20072007 3,714 2,192 2007 291 636 170 601 20082008 3,651 2,240 2008 293 599 166 590 20092009 3,657 2,190 2009 290 609 166 592 20102010 3,690 2,154 2010 292 617 168 597 20112011 3,611 2,097 2011 280 602 170 574 20122012 3,634 2,123 2012 277 605 164 592 20132013 3,669 2,138 2013 278 610 158 608 20142014 3,640 2,119 2014 281 620 156 596

2015 3,674 2,090 2015 295 622 163 595 2016 3,725 2,074 2016 290 642 169 595

TRAVEL OUTSIDE THE CBD DAILY VEHICLE TRAFFIC OUTSIDE THE CBD, TWO-WAY VEHICLE VOLUMES AT BOROUGH OR CITY BOUNDARIES (All data in thousands) * Sum of two-way daily traf c on the Throgs Neck, DAI(All dataLY VEHICLE in thousands TRAFFIC) OUTSIDE THE CBD, TWO-WAY DAILY BUS RIDERSHIP OUTSIDE THE CBD, VEHICLE VOLUMES AT BOROUGH OR CITY BOUNDARIES George Bronx-Whitestone, and Triboro Bridge (Bronx toll plaza Daily vehicle trafﬁc Daily bus (All data in thousands) Westchester- Staten Queens- BY BOROUGH * (All data in thousands) Year Daily vehicle trafﬁc * Year Wa shington outside the CBD * ridership ** The Bronx Island-NJ Brooklyn only) BridgeNassau- The Bronx- The Bronx- Verrazano Upper The Staten Year Narrows Year Queens Brooklyn 19901990 1990 Queens 273 Manhattan Queens * Manhattan** Bridge Bronx Island 19911990 1991 540 19901990 19921990 19901992 268 145 19911991 19931990 3,305 19911993 261 506 141 519 537 272 183 19921992 19941990 3,335 19921994 260 516 144 537 892 542 266 178 19931993 19951990 3,366 19931995 266 532 144 547 897 526 274 181 19941994 19961996 3,410 19941996 275 548 147 554 893 522 277 185 19951995 19971997 3,478 19951997 282 555 152 580 896 531 273 185 19961996 19981998 3,566 1,749 19961998 297 566 157 587 907 547 272 183 19971997 19991999 3,660 1,883 19971999 318 584 167 595 920 560 286 195 19981998 96 453 515 602 83 20002000 3,704 1,983 19982000 318 591 165 614 947 563 291 195 19991999 109 483 556 648 89 20012001 3,734 2,080 19992001 309 607 177 612 940 579 295 203 20002000 116 505 589 680 93 20022002 3,710 2,131 20002002 311 620 179 592 947 569 294 219 20012001 122 528 614 721 96 20032003 3,749 2,062 20012003 319 620 175 612 944 552 300 212 20022002 128 535 623 749 96 20042004 3,767 2,077 20022004 315 627 174 615 969 550 299 206 20032003 126 515 599 728 93 20052005 3,736 2,115 20032005 304 633 172 615 966 552 312 206 20042004 131 523 593 737 93 20062006 3,722 2,160 20042006 312 625 176 601 959 561 297 194 20052005 132 529 620 741 94 20072007 3,714 2,192 20052007 291 636 170 601 935 557 309 207 20062006 130 543 647 744 96 20082008 3,651 2,240 20062008 293 599 166 590 952 558 304 201 20072007 130 545 685 736 97 20092009 3,657 2,190 20072009 290 609 166 592 952 539 309 204 20082008 129 551 729 733 97 20102010 3,690 2,154 20082010 292 617 168 597 956 544 299 202 20092009 127 539 726 703 94 20112011 3,611 2,097 20092011 280 602 170 574 964 550 298 204 20102010 126 538 728 669 94 20122012 3,634 2,123 20102012 277 605 164 592 958 545 289 195 20112011 122 520 724 640 92 20132013 3,669 2,138 20112013 278 610 158 608 964 547 293 193 20122012 123 529 737 642 91 20142014 3,640 2,119 20122014 281 620 156 596 2013 970 558 294 192 20132013 124 543 742 634 94 2015 3,674 2,090 2015 295 622 163 595 2014 963 538 299 187 20142014 119 548 735 621 95 2016 3,725 2,074 2016 290 642 169 595 2015 960 531 311 169 198 2014 2015 117 l539 728 l610 96 2016 959 541 327 203 2016 117 523 732 607 95

DAILY VEHICLE TRAFFIC OUTSIDE THE CBD, TWO-WAY * Average daily boardings on NYCT, MTA Bus, and VEHICLE VOLUMES AT BOROUGH OR CITY BOUNDARIES DAILY BUS RIDERSHIP OUTSIDE THE CBD, private local bus routes. (All data in thousands) BY BOROUGH * (All data in thousands)

Nassau- The Bronx- The Bronx- Verrazano Upper The Staten ** Includes data only from routes that operate exclusively Year Narrows Year Queens Brooklyn Queens Manhattan Queens * Manhattan** Bronx Island north of 60th Street in Manhattan. Bridge

1990 540 19901990 ** Subset of Manhattan Local routes which operate 1991 19911991 1992 537 272 183 19921992 above 60 St only (M18, M60, M66, M72, M79, M86, 1993 892 542 266 178 19931993 M96, M100, M106, M116) 1994 897 526 274 181 19941994 1995 893 522 277 185 19951995 1996 896 531 273 185 19961996 1997 907 547 272 183 19971997 1998 920 560 286 195 19981998 96 453 515 602 83 1999 947 563 291 195 19991999 109 483 556 648 89 2000 940 579 295 203 20002000 116 505 589 680 93 2001 947 569 294 219 20012001 122 528 614 721 96 2002 944 552 300 212 20022002 128 535 623 749 96 2003 969 550 299 206 20032003 126 515 599 728 93 2004 966 552 312 206 20042004 131 523 593 737 93 2005 959 561 297 194 20052005 132 529 620 741 94 2006 935 557 309 207 20062006 130 543 647 744 96 2007 952 558 304 201 20072007 130 545 685 736 97 2008 952 539 309 204 20082008 129 551 729 733 97 2009 956 544 299 202 20092009 127 539 726 703 94 2010 964 550 298 204 20102010 126 538 728 669 94 2011 958 545 289 195 20112011 122 520 724 640 92 2012 964 547 293 193 20122012 123 529 737 642 91 2013 970 558 294 192 20132013 124 543 742 634 94 2014 963 538 299 187 20142014 119 548 735 621 95 2015 960 531 311 198 2014 2015 117 l539 728 l610 96 2016 959 541 327 203 2016 117 523 732 607 95

35 NYC DOT continually evaluates and publishes the performance of its major transportation projects throughout the city in accordance with Local Law 90 of 2009.

Project updates and evaluations can be found at NYC DOT’s Major Transportation Projects site: http://www.nyc.gov/html/dot/html/about/major-transportation-proj.shtml

Additional related documents and publications through which NYC DOT reports on its efforts to reduce congestion and promote high performance modes are listed below.

Find the latest NYC DOT reports: http://www.nyc.gov/html/dot/html/about/dotlibrary.shtml

Title Summary

Manhattan River This report, published annually by DOT since 1972, presents Crossings vehicular volumes, classi cation, and trends for all bridge and tunnel facilities serving Manhattan.

New York City Bridge Since 1948, DOT has monitored traf c ows on 47 bridges Trafﬁc Volumes throughout the ve boroughs. This report summarizes vehicular volumes, classi cation data, and trends for the 47 bridges that cross over water, as well as the nine bridges and tunnels operated by the Metropolitan Transportation Authority and the six bridges and tunnels operated by the Port Authority of New York and New Jersey.

New York City This report presents vehicular volumes and historical comparisons Screenline Trafﬁc Flow across the Bronx-Westchester, Queens-Nassau, Manhattan-New Report Jersey, Staten Island-New Jersey, and Brooklyn-Queens screenlines.

Don’t Cut Corners: DOT took an exhaustive look at the problem of left turn pedestrian Left Turn Pedestrian and bicyclist injuries (including fatalities) in New York City. The study relies on these ndings to provide recommendations for additional and Bicycle Crash Study engineering, planning, and education efforts to prevent and mitigate injuries. DOT prepared this study pursuant to Local Law 21 of 2014.

Protected Bicycle This report contains an analysis of how protected bicycle lanes Lanes in New York City installed by DOT in Manhattan since 2007 have impacted safety, mobility, and economic vitality. Appendix: Related Reports

36 36 Title Summary

Strategic Plan 2016: New York City is bigger and more bustling than ever and the strains on Safe · Green · our transportation system are evident to all who live, work, and visit here: Smart · Equitable Sidewalks are overowing, subway trains are packed, and our streets are full of pedestrians, cyclists, cars, trucks, and taxis. This plan is our response to these and other challenges. The plan reiterates our commitment to improving traf c safety and public health, expanding travel choices for all New Yorkers, supporting the City’s efforts to ght climate change, doubling cycling, and Find the latest NYC DOT reports: http://www.nyc.gov/html/dot/html/about/dotlibrary.shtml maintaining our streets and bridges in a state of good repair.

Strategic Plan 2017: In the year since the New York City Department of Transportation (DOT) Progress Report published its Strategic Plan 2016, DOT has made signi cant progress towards advancing the 105 initiatives in the plan and making our streets safer and more sustainable, accessible, and ef cient. The agency has also continued to expand transportation options for all New Yorkers, especially those who live in communities currently under-served by transit. This Strategic Plan 2017 Progress Report tracks the plan’s 105 initiatives and the agency’s accomplishments in 2017.

Vision Zero DOT and This report contains summary data describing the annual core outputs (street NYPD Accomplishments design, enforcement and safety education) and core outcomes (traf c fatalities) 2017 relevant to Vision Zero, Mayor de Blasio’s initiative to reduce traf c fatalities and severe injuries to zero.

Vision Zero Borough Plans can be found at NYC DOT’s Vision Zero page: http://www.nyc.gov/visionzero

Vision Zero Vision Zero seeks to eliminate all deaths from traf c crashes regardless of Borough Plans whether on foot, bicycle, or inside a motor vehicle. In an effort to drive these fatalities down, DOT, NYPD, and other agencies developed a set of ve plans, each of which analyzes the unique conditions of one New York City borough and recommends actions to address the borough’s speci c challenges to pedestrian safety.

Mayor’s Management Report Updates can be found on the NYC website: http://www.nyc.gov/mmr

Mayor’s Management The Mayor’s Management Report (MMR), which is mandated by the City Report Charter, serves as a public account of the performance of City agencies, measuring whether they are delivering services ef ciently, effectively and expeditiously. The MMR is released twice a year. The Preliminary MMR provides an early update of how the City is performing four months into the scal year. The full- scal MMR, published each September, looks at the City’s performance during the prior scal year.

37 Recent Travel Trends

Decade statistics are not averages of each decade, but statistics for that speci c year.

Population: United States Census Bureau

Employment: Total non-farm employment in New York, NY. New York State Department of Labor.

Tourism: The annual number of tourists in New York City. 2016-1990: NYC & Company (1991 data is substituted for 1990.) 1980-1970: “Are Casinos Worth the Gamble?” New York Magazine, June 15, 1981.

Subway Ridership: Metropolitan Transportation Authority New York City Transit (MTA NYCT)

Bus Ridership: The Metropolitan Transportation Authority operates buses under two divisions: New York City Transit and MTA Bus Company. (The MTA Bus Company was created in September 2004 to assume the operations of seven bus companies that operated under franchises granted by the New York City Department of Transportation.) For the sake of historical consistency, citywide bus ridership is calculated for New York City Transit local and express bus service, not including MTA Bus Company ridership. 1990-2016: MTA New York City Transit; 1980: NYC DOT records.

Estimated Daily Cycling Trips: Conservative estimate of trips taken per day by bicycle. Number is rounded to nearest 10,000 and based on the American Community Survey three-year rolling average count/sample of workers who commute by bicycle. These workers take two trips by bicycle per day. For 2014, the 41,900 bicycle commuters take 83,600 bike trips per day. Only 18% of travel in New York City consists of commutes to and from work. If the ratio of general commute to non-commute travel held in relation to bicycle travel, these 83,600 bicycle trips would extrapolate to 464,444 bicycle trips per day (83,600/.18). The provided estimate uses 20% as the percentage of bicycle travel that is commute-related. The results appear quite conservative as a 2011 Physical Activity Study conducted by the NYC Department of Health & Mental Hygiene yielded an estimated 310,000 bike trips per day in 2011; using the commute adjustment method yields only 250,000 trips per day in 2011.

Ferry Ridership: Based on ridership in and out of the Manhattan Central Business District on a typical fall day. Hub Bound Travel, New York Metropolitan Transportation Council. Appendix: Methodology Vehicular River Crossings to/from Manhattan: River crossings are one of the measures of auto use that dates back the furthest in New York City records. The counts are of vehicular traf c ow on the bridges and tunnels heading to and from Manhattan on an average day. 1950-2016: NYC DOT 2016 Manhattan River Crossings.

Citywide Taxi Trips: The cited gures are citywide annual totals of TLC yellow cab trips. 2010- 2016: TLC Taxi GPS data. 1980-2000: The New York City Taxicab Fact Book, Schaller Consulting (1977 data is substituted for 1980.)

Household Vehicle Registrations: Passenger vehicle registrations issued by New York State Department of Motor Vehicles.

Taxi & For-Hire Vehicle Registrations: “Vehicle Registrations in Force,” Archive of Statistical Summaries, New York State Department of Motor Vehicles.

New York City Transit Bus Speed: Citywide bus speeds are calculated from total vehicle revenue miles traveled and vehicle passenger hours for NYCT buses, not including MTA Buses. 2000-2016 data is sourced from National Transit Database; 1990 data is sourced from MTA New York City Transit.

Travel Speed in Manhattan south of 60th Street: Average travel speeds are calculated from total vehicle revenue miles traveled and vehicle passenger hours captured by GPS devices in TLC yellow cabs in Manhattan south of 60th Street. Data was collected 7 am - 7 pm Tuesday-Thursday

38 the rst three weeks in May and November of each year. 39 38 Citywide Mobility Survey

The survey, which was elded from May 13, 2017 through July 1, 2017, was divided into two sections: the main survey and the trip diary. The main survey assessed behaviors, attitudes, and perceptions of transportation throughout New York City. The trip diary recorded each trip that respondents had taken the previous day. A trip was de ned as any one-way journey that started in one location and ended in another. These two sections yielded separate data sets, which were analyzed independently.

A total of 3,603 New York City residents age 18 and over participated in the survey. Half of the sample was recruited over the phone using random digit dialing (RDD) dialing based on area code and a purchased sample list. The other half was recruited online via sample lists vetted by DOT’s consultant team and identi ed by zip code. Of the phone sample, 60% of interviews were completed via landline and 40% via cell phone.

The sample size for the trip diary data set is n=6,986 trips, 3,252 of which were captured by phone and 3,734 online. The margin of error for the phone sample is ± 2.3%.

The phone sample was weighted to match the 5-year American Community Survey (ACS) average based on the following factors: age, gender, ethnicity, educational attainment, and geography. The online sample is an oversample of populations in certain neighborhoods that are dif cult to reach by phone, and is in line with the demographics of each of those neighborhoods, but is not representative of New York City at the overall city level.

Using these online oversamples to supplement the phone survey allows the agency to reach a readable sample size in 10 geographical zones based on census-derived Neighborhood Tabulation Areas (NTAs):

• Manhattan Core (Zone 1, n=284) • Northern Manhattan (Zone 2, n=392) • Inner Brooklyn (Zone 3, n=424) • Outer Brooklyn (Zone 4, n=431) • Inner Queens (Zone 5, n=349) • Middle Queens (Zone 6, n=356) • Outer Queens (Zone 7, n=303) • Southern Bronx (Zone 8, n=317) • Northern Bronx (Zone 9, n=364) • Staten Island (Zone 10, n=344)

Manhattan CBD & Midtown Travel Speeds

Data was collected from GPS devices within TLC yellow cabs on weekdays between 8 am and 6 pm, excluding major holidays. Travel speeds are annual averages of GPS data from TLC yellow cabs based on the calendar year. Citywide taxi trips are annual totals of TLC yellow cab trips. Midtown Core data is incorporated into the analysis of Manhattan south of 60th Street data.

38 3939 List of Abbreviations • CBD Manhattan Central Business District: The CBD is the same area as de ned by NYMTC for their Hub Bound Travel report, covering Manhattan south of 60th Street, river to river. • DOT New York City Department of Transportation (NYC DOT) • FHV For-hire vehicles • GPS Global Positioning System • MTA Metropolitan Transportation Authority • NYCT New York City Transit, an agency within MTA • NYMTC New York Metropolitan Transportation Council • TLC New York City Taxi and Limousine Commission • SBS Select Bus Service Credits

New York City Department of Transportation: Polly Trottenberg: Commissioner Eric Beaton: Deputy Commissioner, Transportation Planning and Management This report was developed by the New York City Department of Transportation’s Division of Transportation Planning and Management. Deputy Commissioner Eric Beaton directed the project team which consisted of Charles Ukegbu, Alexander Keating, Laura MacNeil, Andrew Weeks, Andrew Leszko, and Zamir Alam. David Moidel, Kim Sillen, and Sigurjon Gudjonsson of NYC DOT Creative Services are responsible for all of the graphic elements and general production of this report. In addition, the following DOT of cials and staff provided content and input in the creation of this document: Sean Quinn, William Carry, Ann McGrane, Rebecca Heywood, Jeremy Safran, Patrick Kennedy, Paula Rubiro, and Aaron Sugiura. Finally, regional agencies compiled and provided NYC DOT with many of the data sets used in this report. They include MTA New York City Transit, MTA Bridges and Tunnels, the Port Authority of New York and New Jersey, the New York State Department of Transportation, the New York City Taxi and Limousine Commission, and the New York Metropolitan Transportation Council. The preparation of this report has been nanced through the U.S. Department of Transportation’s Federal Transit Administration and Federal Highway Administration. This document is disseminated under the sponsorship of the New York Metropolitan Transportation Council in the interest of information exchange. The contents of this report reect the views of the authors who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reect the of cial views or policies of the Federal Transit Administration, Federal Highway Administration or the State of New York. This report does not constitute a standard, speci cation or regulation.

This NYC Mobility Report was funded through the New York Metropolitan Transportation Council SFY 2017-18 Uni ed Planning Work Program NYC Mobility Report Project (PTDT17D00.G05), which was funded through matching grants from the Federal Transit Administration and from the Federal Highway Administration.

The New York Metropolitan Transportation Council is committed to compliance with Title VI of the Civil Rights Act of 1964, the Civil Rights Restoration Act of 1987, and all related rules and statutes. NYMTC assures that no person or group(s) of persons shall, on the grounds of race, color, age, disability, national origin, gender, or income status, be excluded from participation in, be denied the bene ts of, or be otherwise subjected to discrimination under any and all programs, services, or activities administered by NYMTC, whether those programs and activities are federally funded or not. It is also the policy of NYMTC to ensure that all of its programs, polices, and other activities do not have disproportionate adverse effects on minority and low income populations. Additionally, NYMTC will provide meaningful access to services for persons with Limited English Pro ciency.

Photography credits: All images property of the New York City Department of Transportation unless otherwise noted.

Appendix: List of Abbreviations / Credits Appendix: List of Abbreviations Printed on Recycled Paper 40 New York City Department of Transportation 41

40 4141 This page: William St at Beaver St, Manhattan.41 Back cover: Broadway at Columbus Ave, Manhattan 42