New York City Mobility Report NYC Department of Transportation October 2016
1 Cover: Third Ave. at 57th St., Manhattan 2 This page: 86th St. at Central Park West, Manhattan 3 7Contents Letter from the Commissioner
41 Manhattan Traffic S 21 Project Indicators
5 Letter from the Commissioner
7 Executive Summary
01 Mobility in Context
21 Recent Travel Trends
61 Citywide Bus Speeds
20 Citi Bike & Taxis in Midtown
22 Manhattan CBD & Midtown Travel Speeds
25 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:
Our City has never in its history had this many residents, this many jobs, and this many visitors. In the last five years alone, we added as many jobs as we had added in the previous thirty years. This means that New York City has never had to move as many people and goods as it has to today. Our vibrancy is something to be celebrated—and examined. How did we get to this position? And how will we maintain and sustain it? This NYC Mobility Report seeks to provide New Yorkers the context of where we have been, where we are now, and the challenges we face as we chart our City’s course in the 21st Century.
We are currently providing a historic level of mobility due to wise decisions to invest in high performance modes—beginning with the reinvestment in our mass transit system that began in the 1980s, and continuing today through NYCDOT’s management of our streets to support travel by bus, on foot or by bicycle. However, now that we are bigger than ever, the challenges we face are becoming more and more apparent: subways and commuter trains crushed with passengers at peak periods; bus ridership declining, in part due to worsening congestion; and people and deliveries delayed by excessively slow moving traffic in many areas of the city. Together, we must now decide whether we will continue to support a vibrant and growing city by building on the lessons and wise choices of the past.
In order to better understand this context, this NYC Mobility Report presents data on the primary drivers of transportation demand in New York City— population, tourism, employment—side-by-side with transportation indicators related to vehicle use and transit ridership dating back to 1910. By examining these trends together, we can see what was happening in transportation when our city was thriving and when it was in decline.
We also utilize new technology and data sources to better understand and manage our streets today. This report, for example, analyzes data from the GPS in every yellow taxi circulating in Manhattan to help us understand changing travel speeds in midtown, as well as new data from MTA Bus Time in order to view citywide bus speeds. And for the first time, we compare the nature of taxi trips in Midtown with those via our bike share system, Citi Bike—including surprising findings about the average speed and distance of those trips.
While we have never been this big, traffic in our core has probably never been this slow. However, transportation is not an end in and of itself; NYCDOT seeks to provide mobility to support the lives and livelihoods of all our citizens, regardless of where they’re going and how they get around. It has been an honor to support the economic vitality and quality of life of the greatest city in the world and I am looking forward to working with you to make it even greater.
Sincerely,
Polly Trottenbergfe
4 5 Lexington Ave. at Grand Central Terminal, 6 7 Manhattan Executive Summary
Putting Change In Context
More than six years out from the last recession, the trend is clear: New York City has grown dramatically and its growth has been served by high performance modes like mass transit, walking and cycling, not by increasing traffic volumes on roads and bridges. Incredibly, New York City added more than 500,000 jobs between 2010 and 2015—more jobs than the City added in the prior 30 years (1980 to 2010). In the following pages, we present key indicators of our City’s vibrancy and how NYCDOT is supporting it. Below are some of the City’s more significant changes, with comparative data to provide scale and context.
In 2015, there were:
45,000 fewer vehicles entering the Manhattan A reduction greater than the total number Central Business District of vehicles crossing the Manhattan Bridge per weekday than in 2010 into the CBD each day
159 million more An addition exceeding the annual total of annual subway trips all trips on San Francisco’s BART system than in 2010
46 million fewer annual A reduction greater than the annual New York City Transit ridership of the bus system serving bus trips than in 2010 San Antonio
520,000 jobs added The equivalent of absorbing the entire labor since 2010 force of the State of Montana
370,000 more New York City These new New Yorkers alone exceed the residents since 2010 population of Tampa, FL
10 million more tourists An addition equivalent to all the tourists than in 2010 that visited New Orleans
200,000 more daily cycling An increase nearly equivalent to the total trips than in 2010 number of daily cycling trips in Chicago
6 7 NYCDOT has served this growth and vitality by:
Improving quality of life for City residents through comprehensive street redesign projects that have improved pedestrian access to transit, as well as street safety and efficiency.
Expanding the city’s bicycle lane network and implementing North America’s largest bike sharing system, Citi Bike.
Launching Select Bus Service routes throughout the city, reducing travel times and enhancing bus service in New York City.
Utilizing new technology to implement real-time traffic management to better manage vehicular flow in congested areas of the city, such as the Midtown in Motion system in Manhattan.
However, the downside to our increasing population, employment, and tourism is that congestion has worsened and bus ridership has declined. Traffic speeds in Manhattan south of 60th Street have fallen 12% between 2010 and 2015 while average bus speeds citywide have fallen by 2%. These trends highlight the fact that, in order to keep the city growing, we must continue to invest in the most efficient ways to keep it moving. This report looks at new technologies and new data to inform our approaches.
MTA Bus Time now provides a rich GPS data source that can help us develop plans that will keep buses moving amidst significant congestion. For the first time in this report, we map citywide congestion using Bus Time data as a proxy, providing new insights about travel speeds throughout the five boroughs. The analysis shows that average bus speeds are frequently over 10 mph on arterial roads between neighborhoods, but slowest in central business districts like Midtown Manhattan, Downtown Brooklyn, and Jamaica Queens where speeds are often 4 mph or less. We also provide an examination of five individual bus routes utilizing Bus Time to show how average travel speeds can vary by more than 10 mph from one segment to another along the same bus route, helping us pinpoint where problems are most acute.
In the Midtown Core, where congestion is most severe, average travel speeds in 2015 were 37% (over 3 mph) slower than in Manhattan south of 60th Street as a whole. To begin a discussion of how we are traveling now and how we could travel as population and densities increase, we place taxi trip and Citi Bike trip information side by side. We learn that in Midtown, a large portion of taxi trips are short distances and that comparable trips by Citi Bike are generally faster, and always less expensive. For example, average trips between 1-1.5 miles are more than 5 minutes faster and $10 cheaper by Citi Bike than taxi.
Our hope is that by providing a broad but comprehensive picture of where our city has been and how it has gotten to where it is today, we can all chart our course for continued success and vibrancy in the 21st Century.
* See the Methodology appendix for statistic sources.
8 9 To keep the city growing, we must continue to invest in the most efficient ways to keep it moving.
8 9 Lafayette Street, Manhattan Mobility in 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000 2010 2015 Context 7.89 7.78 7.89 8.00 8.18 8.55 6.93 7.45 7.07 7.32 5.62 New York City is currently hosting the highest 4.77 number of residents, jobs, and tourists in its history. Population In other words, there has never been more demand (millions) for transportation.
New York’s transportation system has always been closely linked to the city’s larger economic and demographic trends. The following 30- 4.23 3.47 3.54 3.75 3.56 3.72 3.71 year eras highlight how our transportation 3.24 3.30 system changed as New York City has grown, contracted, and rebounded. Employment (millions) N/A N/A N/A 1920-1950 Significant growth in New York City. While subway ridership growth was modest, auto 58.3 48.8 use accelerated rapidly. 36.2 • 40% growth in population 29.1 Tourists 16.0 17.0 • 105% growth in vehicular river crossings 13.0 14.0 (millions) 0.8 0.5 to/from Manhattan N/A N/A • 525% growth in vehicle registrations • 26% growth in subway ridership 1,760 1,956 1,849 1,796 1,420 1,499 1950-1980 Vehicular 1,138 771 The city contracted while auto use River Crossings 624 to/from Manhattan 376 470 grew. Transit ridership fell significantly. N/A (thousands/day) • 10% decline in population • 5% decline in employment
• 94% growth in vehicular river crossings 2,071 2,044 1,962 2,107 to/from Manhattan 1,785 1,633 1,351 1,540 • 21% growth in vehicle registrations Vehicle 995 764 • 40% decline in subway ridership Registrations (thousands) 72 216 1980-2010 Growth in population; jobs and tourism added. Subway ridership increased in line 2,049 1,857 1,681 1,604 1,763 with reinvestment in mass transit. Despite a 1,332 1,345 1,258 1,381 rebounding economy and population, vehicle Subway 1,009 1,028 ownership and river crossings begin to decline Ridership 725 after peaks in 1990 and 2000, respectively. (millions) • 16% growth in population • 12% growth in employment • 187% growth in tourism
10 • 59% growth in subway ridership 11 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000 2010 2015
7.89 7.78 7.89 8.00 8.18 8.55 6.93 7.45 7.07 7.32 5.62 4.77 Population (millions)
4.23 3.75 3.72 3.71 3.24 3.47 3.54 3.30 3.56
Employment (millions) N/A N/A N/A
58.3 48.8 36.2 29.1 Tourists 14.0 16.0 17.0 (millions) 13.0 N/A N/A 0.8 0.5
1,760 1,956 1,849 1,796 1,420 1,499 Vehicular 1,138 River Crossings 624 771 to/from Manhattan 376 470 N/A (thousands/day)
2,071 2,044 1,962 2,107 1,785 1,633 1,351 1,540 Vehicle 995 Registrations 764 (thousands) 72 216
2,049 1,857 1,681 1,604 1,763 1,332 1,345 1,258 1,381 Subway 1,009 1,028 Ridership 725 (millions)
N/A means data is not available. For detailed methodology, see appendix.
11 10 11 1980 1990 2000 2010 2011 2012 2013 2014 2015
Recent Travel 8.29 8.37 8.44 8.49 8.55 8.00 8.18 Trends 7.07 7.32 Population (millions)
This section takes a closer look at the main drivers of travel demand, 4.10 4.23 3.72 3.71 3.80 3.89 3.98 as well as at trends in high performance modes, auto use, and travel 3.30 3.56 speeds in New York City over the past six years with data from 2000, 1990, and 1980 provided for context. Employment Drivers of Travel (millions) Travel demand is propelled in New York City by the number of residents, jobs, and visitors. All three of these indicators have 54.3 56.4 58.3 grown since 2010, with employment leading the way. 48.8 50.9 52.7 36.2 • New York City added more than 500,000 jobs since 2010—half 29.1 of which were gained in the past two years alone—the City’s Tourists 17.0 highest two-year job gain ever. (millions) • The city’s population has grown steadily since 2010 at an average annual rate of 1%. 1,751 1,763 • The annual number of tourists visiting New York City grew by 1,604 1,640 1,655 1,708 9.5 million between 2010 and 2015, an increase of nearly 20%. 1,381 1,028 Subway 1,009 High Performance Modes Ridership (millions) Increased demand on the city’s transportation system has led more New Yorkers to turn to the subway to get around.
• Subway ridership has grown an average of 2% since 2010, 699 697 671 668 678 667 651 589 adding 159 million more annual riders by 2015. 468 • Cycling increased by 80% between 2010 and 2015 as bike NYCT Bus infrastructure continued to expand on city streets. Ridership (millions) • NYCT bus ridership dipped after service cuts in 2010. Despite a slight rebound in 2013, it has steady declined since, dropping 46 million passengers between 2010 and 2015. (Ridership data 420 450 excludes MTA Bus for the sake of historical consistency.) 380 320 • Ferry ridership has fluctuated in recent years, rebounding in 2015 250 270 from two years of declining ridership. Est. Cycling Trips 150 (thousands/day) 100 100 N/A
110 106 109 102 98 87 85 88 57 Ferry Ridership (thousands/day)
12 13 1980 1990 2000 2010 2011 2012 2013 2014 2015
8.00 8.18 8.29 8.37 8.44 8.49 8.55 7.07 7.32
Population (millions)
4.10 4.23 3.72 3.71 3.80 3.89 3.98 3.30 3.56
Employment (millions)
54.3 56.4 58.3 48.8 50.9 52.7 36.2 29.1 Tourists 17.0 (millions)
1,763 1,604 1,640 1,655 1,708 1,751 1,381 1,028 Subway 1,009 Ridership (millions)
699 697 671 668 678 667 651 589 468 NYCT Bus Ridership (millions)
420 450 380 320 250 270 Est. Cycling Trips 150 (thousands/day) 100 100 N/A
110 106 109 102 98 87 85 88 57 Ferry Ridership (thousands/day)
N/A means data is not available. For detailed methodology, see appendix. 13 12 13 Recent Travel 1980 1990 2000 2010 2011 2012 2013 2014 2015 835 Trends 745 776 764 751 747 731 731 Vehicles Entering Manhattan south of 60th St N/A (thousands/day) Auto Use 171.4 172.2 171.5 170.5 168.8 161.0 The City’s post-recession growth in population and employment have 146.4 126.2 142.7 not been uniformly mirrored in indicators of auto use. Citywide Taxi Trips • The number of vehicles entering Manhattan south of 60th Street on a (millions) daily basis decreased 6% between 2010 and 2015. • The number of TLC yellow cab trips dropped 17% from 2010 to 2015—including a decline of 11% in the past year alone. 1,852 1,854 1,767 1,764 1,777 1,808 1,838 1,879 • Between 2010 and 2015, 112,000 more household cars were 1,448 registered in New York City, keeping the per capita car ownership Household Vehicle rate in the city stable at 0.22 vehicles per resident. Registrations (thousands) • Despite a drop in TLC yellow cab trips, the number of for-hire vehicle registrations—which includes taxis, green cabs, black cars and private 72.0 cab companies—has been growing at an increasingly rapid pace since 60.4 48.4 48.0 52.7 2010, reaching an all-time high of 72,000 in 2015. 46.4 41.2 44.4 • Daily freight trips are estimated to have increased steadily, growing Taxi & For-Hire 20.2 by 5.7% between 2010 and 2013. Vehicle Registrations$ (thousands) Travel Speeds Travel speeds tracked by NYCDOT across Manhattan and citywide 687.1 660.4 673.9 have declined consistently since 2012. 609.9 650.3 Est. Citywide • NYCT citywide bus speeds have declined more than 2% since 2010. Freight Trips$ • Travel speeds in Manhattan south of 60th Street have dropped 20% (thousands/day) N/A N/A N/A N/A from 2010 speeds—and declined 10% in the past year alone. (Taxi GPS is used as a proxy for travel speeds.) 8.03 7.82 7.64 7.71 7.68 7.53 7.49 7.47
NYCT Bus Citywide Speed (mph) N/A
9.35 9.28 8.99 8.90 8.51 8.21
Travel Speed in Manhattan south of 60th St (mph) N/A N/A N/A
14 15 1980 1990 2000 2010 2011 2012 2013 2014 2015
835 745 776 764 751 747 731 731
Vehicles Entering Manhattan south of 60th St N/A (thousands/day)
171.4 172.2 171.5 170.5 168.8 146.4 161.0 126.2 142.7 Citywide Taxi Trips (millions)
1,852 1,854 1,767 1,764 1,777 1,808 1,838 1,879 1,448 Household Vehicle Registrations (thousands)
72.0 60.4 48.4 48.0 52.7 46.4 41.2 44.4 Taxi & For-Hire 20.2 Vehicle Registrations$ (thousands)
687.1 660.4 673.9 609.9 650.3 Est. Citywide Freight Trips$ (thousands/day) N/A N/A N/A N/A
8.03 7.82 7.64 7.71 7.68 7.53 7.49 7.47
NYCT Bus Citywide Speed (mph) N/A
9.35 9.28 8.99 8.90 8.51 8.21
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.
14 15 Citywide Bus Speeds
The MTA’s introduction of Bus Time in 2012 has given NYCDOT an additional tool that it can look at to help evaluate travel conditions along bus routes. While this GPS information is not a perfect proxy for vehicular speeds, since time at bus stops is included, it does allow NYCDOT to study conditions in particular zones and corridors. As this map illustrates, average speeds of buses are frequently over 10 mph on arterial roads between neighborhoods, but slowest in commercial districts like Midtown Manhattan, Downtown Brooklyn, and Jamaica Queens where average bus Ridership in speeds are often 4 mph or less. The less dense residential areas of eastern Queens, and the northern sections of the Bronx and Staten Island typically Manhattan experience higher speeds. Between 2014 and 2015, citywide bus ridership fell by 2%, dropping from fell by 6% 793 million total annual rides to 776 million. (These figures include both New York City Transit Bus and MTA Bus ridership.) Average weekday ridership in 2014 and in Manhattan, the borough with the slowest travel times, fell by 6% in 2014 and another 5% in 2015. Ridership in the outer boroughs declined by 1% in another 2014 and nearly 1.5% in 2015. 5% in 2015. Methodology
The data shown in this map are based on GPS data from the MTA Bus Time program that indicate the location of individual buses over time on their routes. This data is used to calculate average travel speed. Data was collected between 4 p.m. and 6 p.m. every typical weekday (Tuesday- Thursday) in November 2015, excluding Thanksgiving and the prior Wednesday. Data reflect speeds for individual routes. Bus route segments with insufficient data are not included. Travel speeds of 0 - 2 mph include time spent at bus stops, traffic signals, and in heavy traffic.
16 17 NYCT Bus Speeds Weekdays 4 p.m. - 6 p.m.
Speed (mph) 0 - 2.00 2.01 - 4.00 4.01 - 6.00 6.01 - 8.00 8.01 - 10.00 10.01 +
16 1717 CitywideCitywide BusBus SpeedsSpeeds
MTA Bus Time can be used to track bus speeds along individual bus routes, providing a closer look at how overall bus speeds change along specific corridors as neighbor- Bx40 Morris Heights hoods or street networks shift. These five bus routes travel to Fort Schuyler along some of the city’s main arterial roads and illustrate Distance 8.4 miles typical traffic conditions experienced by passengers and Average Speed 7.1 mph drivers in each borough; while bus speeds are slower than Average Run Time 1 hr 11 min traffic speeds due to dwell at bus stops, there is a relationship between bus speed and general traffic speed. Individual bus route diagrams detail how average travel speeds change Bx40
as buses move through neighborhoods along each Webster Ave. Bruckner Expwy. borough route. Boston Rd. Castle Hill Ave. Fort Average travel speeds vary considerably along all M42 Circle Line Pier to East Side Schuyler five routes, often in line with land use and density Distance 2.1 miles changes. In fact, travel speeds can vary by more Average Speed 4.4 mph than 10 mph from one route segment to another Average Run Time 29 min Q66 on the same bus route due to changes in 35th Ave. 21st St. M42 114th St. congestion and ridership patterns. Roosevelt 10th Ave. Ave. 6th Ave. Northern As such, passengers traveling different 1st Ave. Blvd. Q66 Long Island City segments of the same route experience to Flushing Distance 7.3 miles drastically different travel times. For 7.3 m instance, a person boarding the B41 at Average Speed 6.9 mph Average Run Time6.3 mph1 hr 3 min Barclays Center and heading to Tillary Street B41 Tillary St. 1 hr 7 min will, on average, travel considerably slower 8th Ave. than a passenger getting on at the Barclays
Center bound for the Prospect Park Zoo. Parkside Ave. St George Ferry Forest Terminal Ave. Ave. L S62
Little Arlene Clove B41 Downtown Brooklyn Rd. St. to Bergen Beach/ Kings Plaza Wild Ave. Distance 7.7 miles Average Speed 6.1 mph S62 Travis to Average Run Time 1 hr 15 min St George Ferry Terminal Distance 8.5 miles Average Speed 10.7 mph Average Run Time 48 min
Methodology The data shown in these diagrams are based on GPS data from the MTA Bus Time program that indicate the location of individual buses over time along their routes, which is used to calculate average travel speeds. Data used for these calculations was collected between 7 a.m. and 7 p.m. every typical weekday (Tuesday- Thursday) in November 2015, excluding Thanksgiving and the prior Wednesday. Travel speeds of 0 - 2 mph include time at bus stops, traffic signals, and in heavy traffic. B41 information is for Bergen Beach terminus.. 18 19 Bus Speed by Route Segment 0.00 - 2.00 2.01 - 4.00 Bx40 Tremont Av Crosstown from Morris Heights to Fort Schuyler 4.01 - 6.00
Bx40 Morris Heights to Fort Schuyler WB e 6.01 - 8.00 4.1 mph e 4.5 mph 4.7 mph 9.5 mph 4.7 mph 8.6 mph 6.2 mph 9.5 mph Distance 8.4 miles e Average Speed 7.1 mph Average Run Time 1 hr 11 min 8.01 - 10.00
4.7 mph e ter 4.5 mph 7.1 mph 6.9 mph 6.6 mph 7.7 mph 8.2 mph 11.0 mph ewey o to C t e i r k er wy EB ite i t i er kwy 10.01 - 30.00 orri t N Bx40
Webster Ave. M42 42nd St Crosstown from Circle Line Pier to East Side Bruckner Expwy. Boston Rd. Castle Hill Ave. Fort WB Schuyler M42 Circle Line Pier to East Side 6.8 mph 4.7 mph 3.8 mph 3.2 mph 3.9 mph 8.1 mph e e e e e Distance 2.1 miles e Average Speed 4.4 mph t t t 8 . 4.5 mph 3.2 mph 4.4 mph 5.0 mph 6.4 mph 3.1 mph t
Average Run Time 29 min t Q66 EB 35th Ave. 21st St. M42 114th St. Roosevelt 10th Ave. Ave. 6th Ave. Northern Q66 Northern Blvd from Long Island City to Flushing 1st Ave. Blvd. Q66 Long Island City to Flushing WB Distance 7.3 miles 7.3 m 6.5 mph 7.9 mph 6.6 mph 7.5 mph 13.8 mph 3.5 mph Average Speed 6.9 mph e Average Run Time6.3 mph1 hr 3 min B41 Tillary St. 8 . t t 10.3 mph t t t t 7.2 mph 6.3 mph 6.8 mph 3.6 mph 1 hr 7 min 7.5 mph t Nort er 8th Ave. Co e e t EB
Parkside Ave. St George B41 Flatbush Av from Downtown Brooklyn to Bergen Beach/Kings Plaza Ferry Forest Terminal Ave. Ave. L WB S62 3.3 mph 4.5 mph 5.5 mph 8.2 mph 6.7 mph 6.3 mph 7.1 mph e e e
Little e
Arlene Clove t
B41 Downtown Brooklyn t o t i ry t 3.4 mph 4.8 mph 5.8 mph 8.2 mph 6.7 mph 7.0 mph 7.2 mph St. Rd. to Bergen Beach/ Kings Plaza rk i e e woo Wild Ave. EB Distance 7.7 miles Average Speed 6.1 mph S62 Travis to Average Run Time 1 hr 15 min St George Ferry Terminal S62 Victory Blvd from Travis to St George Ferry Terminal Distance 8.5 miles Average Speed 10.7 mph
WB e 12.9 mph 7.1 mph 9.4 mph 12.8 mph 16.3 mph 9.2 mph 6.5 mph
Average Run Time 48 min e e e t
wy 14.9 mph 9.0 mph 9.9 mph 13.7 mph r e e t 7.1 mph 8.8 mph 11.3 mph or e ter e t i e i itt e C o e EB
Speed (mph) 10.01 + 6.01 - 8.00 2.01 - 4.0 WB:Westbound 8.01 - 10.00 4.01 - 6.00 0 - 2.00 EB: Eastbound
18 19 Citi Bike & Taxis in Midtown
Midtown Core
New York City’s vitality has long been associated with Midtown Midtown Manhattan. Bounded by East River and Ninth Avenue to the east Core and west, and 59th and 35th Streets to the north and south, the roughly 1.8-square-mile Midtown Core is home to the world- famous commercial centers of Broadway, Rockefeller Center, Manhattan Herald Square, and Times Square. Given Midtown’s central south of location, workforce density, and economic importance, mobility 60th St. in the Midtown Core plays a major role in the city’s day-to-day functioning.
On a typical fall day, TLC yellow cabs make over 85,000 trips that either pick up or drop off in the Midtown Core; 19% of these never leave the area. In other words, 15,837 trips both start and end within the 1.8-sq-mile Midtown Core.
Using Citi Bike data, NYCDOT can track the speeds, lengths, and costs of bike share trips in the Midtown Core and compare them to TLC yellow cab data. The following analysis demonstrates how cycling provides a cheaper and faster alternative to vehicular travel in the Midtown Core.
Taxi Trips that Start & End in Citi Bike Trips that Start & End Midtown Core on a Typical in Midtown Core on a Typical Fall Day 2015, 8 a.m. - 6 p.m. Fall Day 2015, 8 a.m. - 6 p.m.
Length Avg. Avg. Avg. Length Avg. Avg. Avg. Trips % Time Speed Trips % Time Speed (miles) (m/s) (mph) Cost (miles) (m/s) (mph) Cost 0 - 0.5 3,137 20% 5:40 4.2 $7.08 0 - 0.5 218 13% 4:19 6.7 $1.05
0.5 - 1 7,940 50% 10:01 4.7 $9.59 0.5 - 1 700 42% 7:16 7.3 $1.05
1 - 1.5 3,820 24% 15:25 4.9 $12.83 1 - 1.5 600 36% 10:21 7.8 $1.05
1.5 - 2 828 5% 20:18 5.1 $15.76 1.5 - 2 150 9% 13:54 7.8 $1.05
2 + 112 1% 24:18 5.5 $18.37 2 + 6 0% 18:28 7.5 $1.05
Total 15,837 100% Total 1,673 100%
For all trips that both begin and end in the Midtown Core, Citi Bikes are at least 2 mph faster and $6 cheaper than taxis.
More than two-thirds of all taxi trips taken wholly within the Midtown Core are less than one mile long..
For trips of 1-1.5 miles, average Citi Bike trips are more than 5 minutes faster and $11.75 cheaper than average taxi trips.
20 Taxi and Citi Bike Trips Wholly within the 2,500 Midtown Core by Hour on a Typical Fall Day 2015 2,204
2,500 2,204 2,500 2,000 1,846 1,648 2,041 1,639 1,881 2,000 1,846 1,591 2,000 1,464 1,480 1,665 1,692 1,693 1,648 1,597 1,567 1,500 1,639 1,500 1,591 1,319 1,328 1,464 1,480 1,243 For all trips 1,116 1,050 1,500 1,000 906 that both 1,243 Number of Trips 1,000 1,116 begin and 906 500 Number of Trips 280 1,000 199 199 256 end in the 100 97 132 132 136 142
Number of Trips 500 TLC Yellow Cabs Time Midtown 276 8-9 am 9-10 am 10-11256 am 11-12pm 12-1 pm 1-2 pm 2-3 pm 3-4 pm 4-5 pm 5-6 pm 200 of Day 203 Citi Bike 500 99 97 130 133 136 144 Core, 276 256 200 203 TLC Yellow Cabs 130 133 144 Citi Bikes Time 8-999 am 9-1097 am 10-11 am 11-12pm13612-1 pm 1-2 pm 2-3 pm 3-4 pm 4-5 pm 5-6 pm of Day TLC Yellow Cabs Citi Bike are at least Time 8-9 am 9-10 am 10-11 am 11-12pm 12-1 pm 1-2 pm 2-3 pm 3-4 pm 4-5 pm 5-6 pm of Day Citi Bike 2 mph faster On a typical fall day, taxis picking up and dropping off passengers wholly within the 1.8-square-mile Midtown Core travel a cumulative average of and $6 1,395 miles every hour—more than the driving distance between New York cheaper City and Miami. than taxis. Citi Bike is used as a form of commuter transit: More than half of Citi Bike trips within the Midtown Core (56%) take place during the morning and evening commutes (8-10 a.m. and 4-6 p.m.).
On a typical fall day, there are an average of 1,580 taxi trips per hour wholly within the Midtown Core, which is nearly 10 times the number of average Citi Bike trips per hour.
Methodology
Taxi Trips: The Midtown Core is bounded by East River and Ninth Avenue to the east and west, and 59th and 35th Streets to the north and south, inclusive. Taxi data is a weekday average of data collected on all weekdays during the month of October 2015 (excluding major holidays) from 8 a.m. to 6 p.m. through TLC yellow cab GPS devices.
Citi Bike: Citi Bike data is a weekday average of data collected on all weekdays during the month of October 2015 (excluding major holidays) from 8 a.m. to 6 p.m. for trips that start and end at stations within the Midtown Core, as defined above. Average per trip Citi Bike costs are generated by weighting median trip costs by the proportion of annual to daily and weekly memberships. Median per-trip Citi Bike costs are calculated using the full-price of annual, week, and day memberships (excluding individual discounts and overage fees) and the actual number of trips taken by Citi Bike memberships over the course of an entire subscription period (to minimize distortions due to seasonal variations and incomplete membership periods). While memberships in this data set were purchased under earlier pricing schemes, per-trip costs are calculated based on current rates and include sales tax.
21 Manhattan CBD & Midtown Travel Speeds
While Manhattan south of 60th Street is often • Annual average travel speeds in Manhattan south of 60th Street referred to as the Central Business District fell by 12% (1.14 mph) from 2010 to 2015, while speeds in the (CBD), the Midtown Core has the greatest Midtown Core fell by 20% (1.31 mph) during the same period. concentration of economic activity. (See map on page 20.) Looking at taxi GPS data as a • In 2015, average travel speeds of yellow cabs in the Midtown proxy for travel speeds, the concentration and Core were 37% (over 3 mph) slower than those in Manhattan its effect on travel speeds becomes clear. south of 60th Street. Average Taxi Speeds in Manhattan CBD and the Midtown Core 2010-2015
10.00 mph
9.00 mph
8.00 mph 9.35 mph 8.99 mph 9.28 mph 8.90 mph 8.51 mph 8.21 mph
7.00 mph
6.00 mph
5.00 mph 6.52 mph 6.26 mph 6.65 mph 6.06 mph 5.78 mph 5.21 mph
4.00 mph Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. 2010 2011 2012 2013 2014 2015 2016 Annual Taxi Trips Citywide 172.2 million 171.5 million 170.5 million 168.8 million 161.1 million 142.7 million Manhattan CBD 27.2 million 28.7 million 27.5 million 26.3 million 24.9 million 18.3 million south of 60th St. Midtown Core 6.2 million 6.0 million 5.5 million 5.6 million 5.1 million 4.4 million
Taxi speeds in Manhattan CBD (south of 60th Street) Taxi speeds in the Midtown Core
22 22 • Average travel speeds typically peak in January, slow down in early summer, and are at their lowest in September and December. In 2015, average travel • Annual taxi trips in Manhattan south of 60th Street fell by 8.9 million between 2010 and 2015, including a drop of speeds in the 6.6 million rides in 2015 alone. Midtown Core Average Taxi Speeds in Manhattan CBD and the Midtown Core 2010-2015 were 37% (over
10.00 mph 3 mph) slower than those in the rest of 9.00 mph Manhattan south of 8.00 mph 60th Street. 9.35 mph 8.99 mph 9.28 mph 8.90 mph 8.51 mph 8.21 mph
7.00 mph
6.00 mph
5.00 mph 6.52 mph 6.26 mph 6.65 mph 6.06 mph 5.78 mph 5.21 mph Speeds overlaying bar chart refer to 4.00 mph annual averages for Manhattan CBD Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. Jan. Mar. May July Sept. Nov. Jan. Mar. May July Sept. and Midtown Core. 2010 2011 2012 2013 2014 2015 2016 Annual Taxi Trips NYCDOT will continue Citywide 172.2 million 171.5 million 170.5 million 168.8 million 161.1 million 142.7 million posting regular updates of Manhattan CBD 27.2 million 28.7 million 27.5 million 26.3 million 24.9 million 18.3 million this travel speed chart at south of 60th St. http://www.nyc.gov/html/ 6.2 million 6.0 million 5.5 million 5.6 million 5.1 million 4.4 million Midtown Core dot/html/about/ssi.shtml
Taxi speeds in Manhattan CBD (south of 60th Street) Methodology Taxi speeds in the Midtown Core Data was collected from GPS devices within TLC yellow cabs on weekdays between 8 a.m. and 6 p.m., excluding major holidays. Travel speeds are annual averages of GPS data from TLC yellow cabs based on the calendar year. The Midtown Core is bounded by 59th to 35th Streets and 9th Avenue to the East River, inclusive. Midtown Core data is incorporated into the analysis of Manhattan south of 60th Street data.
23 23 24 Intervale Ave. at Dawson St., Bronx Appendices
41 Manhattan Traffic S 21 Project Indicators
6 2 Traffic & Transit Trends
82 Related Reports
30 Methodology
2 3 List of Abbreviations / Credits
Appendix
44 Traffic and Transit Trends
46 Methodology for Crash Data
25 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- Ridership Year riders to/ vehicles riders into crossing into CITYWIDE TRENDSment traffic** TRAVEL INTOfrom CBD THE CBinto DCBD * CBD CBD ** (All data in *thousands) *** (All data in thousands) 1990 7,336 3,564 5,206 C ITYWIDE TRENDS TRA1990VEL INTO 87 THE CB 745D 2,174 1.6 Ferry Daily (All1991 data in thousands)NYC 7,375 NYC 3,373 Citywid e Transit 5,047 (All1991 data in thousands 84 ) 759 Daily 2,154 transit Cyclists 1.8 Year population employ- Year riders to/ vehicles riders into crossing into 1992 7,429 3,280 Ridership 4,977 1992 81 into 776 CBD * 2,127 2.2 ment traffic* * from CBD Daily CBD CBD ** 1993 NYC* 7,506 NYC 3,289 Citywid 4,066e Tr***ansit 5,086 1993 Ferry 81 760 Daily 2,157 transit Cyclists 2.3 Year 1990 population 7,336 employ- 3,564 5,206 Year1990 riders 87 to/ vehicles 745 riders 2,174 into crossing 1.6 into 1994 7,570 3,320 traffic* 4,089* Ridership 5,236 1994 82 into 754CBD * 2,206 2.4 1991 * 7,375 ment 3,373 *** 5,047 1991 from 84 CBD 759 CBD 2,154 CBD 1.8 ** 1995 7,633 3,337 4,137 5,259 1995 82 772 2,210 3.3 19901992 7,336 7,429 3,564 3,280 5,206 4,977 19901992 8781 745 776 2,174 2,127 1.6 2.2 1996 7,698 3,367 4,192 5,187 1996 84 787 2,237 3.7 19911993 7,375 7,506 3,373 3,289 4,066 5,047 5,086 19911993 8481 759 760 2,154 2,157 1.8 2.3 1997 7,773 3,440 4,292 5,424 1997 84 817 2,249 3.5 19921994 7,429 7,570 3,280 3,320 4,089 4,977 5,236 19921994 8182 776 754 2,127 2,206 2.2 2.4 1998 7,858 3,527 4,408 5,893 1998 85 842 2,294 2.8 19931995 7,506 7,633 3,289 3,337 4,066 4,137 5,086 5,259 19931995 8182 760 772 2,157 2,210 2.3 3.3 1999 7,948 3,619 4,503 6,335 1999 103 842 2,431 2.9 19941996 7,570 7,698 3,320 3,367 4,089 4,192 5,236 5,187 19941996 8284 754 787 2,206 2,237 2.4 3.7 2000 8,018 3,718 4,535 6,737 2000 85 835 2,517 2.0 19951997 7,633 7,773 3,337 3,440 4,137 4,292 5,259 5,424 19951997 8284 772 817 2,210 2,249 3.3 3.5 2001 8,071 3,689 4,430 6,921 2001 n/a 700 2,390 2.5 19961998 7,698 7,858 3,367 3,527 4,192 4,408 5,187 5,893 19961998 8485 787 842 2,237 2,294 3.7 2.8 2002 8,094 3,581 4,502 6,979 2002 129 797 2,441 3.2 19971999 7,773 7,948 3,440 3,619 4,292 4,503 5,424 6,335 19971999 103 84 817 842 2,249 2,431 3.5 2.9 2003 8,144 3,531 4,566 6,801 119 832 2,392 4.4 19982000 7,858 8,018 3,527 3,718 4,408 4,535 5,893 6,737 199820002003 8585 842 835 2,294 2,517 2.8 2.0 2004 8,184 3,549 4,589 6,919 19992001 7,948 8,071 3,619 3,689 4,503 4,430 6,335 6,921 199920012004 103n/a102 842 700 825 2,431 2,390 2,454 2.9 2.5 4.4 2005 8,214 3,602 4,541 7,069 20002002 8,018 8,094 3,718 3,581 4,535 4,502 6,737 6,979 200020022005 129 10085 835 797 810 2,517 2,441 2,472 2.0 3.2 4.8 2006 8,251 3,666 4,523 7,205 20012003 8,071 8,144 3,689 3,531 4,430 4,566 6,921 6,801 200120032006 n/a119 97 700 832 806 2,390 2,392 2,566 2.5 4.4 6.6 2007 8,275 3,745 4,505 7,401 20022004 8,094 8,184 3,581 3,549 4,502 4,589 6,979 6,919 200220042007 129102101 797 825 795 2,441 2,454 2,683 3.2 4.4 6.5 2008 8,364 3,790 4,407 7,638 20032005 8,144 8,214 3,531 3,602 4,566 4,541 6,801 7,069 200320052008 119100 105 832 810 759 2,392 2,472 2,743 4.44.8 8.5 2009 8,392 3,687 4,428 7,446 20042006 8,184 8,251 3,549 3,666 4,589 4,523 6,919 7,205 200420062009 102 105 97 825 806 770 2,454 2,566 2,586 10.9 4.4 6.6 8,175 3,711 4,468 7,419 200520102007 8,214 8,275 3,602 3,745 4,541 4,505 7,069 7,401 200520072010 100101110 810 795 776 2,472 2,683 2,662 11.7 4.8 6.5 200620112008 8,251 8,2458,364 3,666 3,7983,790 4,523 4,4074,376 7,205 7,6387,450 200620082011 105 10297 806 759 764 2,566 2,743 2,662 13.2 6.68.5 200720122009 8,275 8,3448,392 3,745 3,8853,687 4,505 4,4284,385 7,401 7,4467,628 200720092012 101105106 795 770 751 2,683 2,586 2,762 10.913.3 6.5 200820132010 8,364 8,4058,175 3,790 3,9813,711 4,407 4,4684,416 7,638 7,4197,726 200820102013 105110 98 759 776 747 2,743 2,662 2,826 11.7 14.78.5 200920142011 8,392 8,4918,245 3,687 4,1023,798 4,428 4,3764,371 7,446 7,4507,812 200920112014 105102 88 770 764 731 2,586 2,6622,852 10.9 13.2 15.1 201020152012 8,175 8,5508,344 3,711 4,2253,885 4,468 4,3854,406 7,419 7,6287,810 20102012 2015 110106109 776 751731 2,662 2,7622,983 11.713.315.4 * Populations20112013 for 8,245 8,405interim years 3,798between 3,981 the decennial 4,376 4,416 census 7,450 7,726 (1990, * Any20112013 discrepencies 102 98 between these 764 747 figures and 2,662 2,826 those in previous 13.214.7 SSI and 2000,20122014 2010) are estimates, 8,344 8,491 which 3,885 4,102 may trend 4,385higher 4,371 than populations 7,6287,812 NYMTC20122014 Hub Bound106 88 reports are 751 731due to revised 2,7622,852 methods of 13.3performing15.1 ultimately2013 reported 8,405 by the decennial 3,981 census. 4,416 7,726 vehicle class counts. 2015 8,550 4,225 4,406 7,810 2013 2015 109 98 747731 2,8262,983 14.715.4 ** Sum2014 of all daily 8,491 weekday traffic 4,102 volumes 4,371at Borough and 7,812 City ** Cyclists2014 entering 88and leaving Manhattan 731 at the2,852 East River 15.1 bridges boundaries. 2015 8,550 4,225 4,406 7,810 weekdays 2015 from 7 109 a.m. to 7 p.m.731 Count is on a 2,983single mid-summer 15.4 *** Sum of average daily boardings on NYCT subways (excluding weekday from 7am to 7pm from 1990-2006. The value for 2007 is the students and seniors using return trip coupons) and buses, MTA Bus average of 3 counts taken in May, Aug. & Sept. The value for 2008-2011 localDAIL routes,Y VEHICLE and privately TRAFFIC operated local INTO buses. THE CBD, andD AIL2013Y is TRANSIT the average of RIDERS 10 counts takenINTO between THE AprilCBD, and Oct. The BY SECTOR OF ENTRY * (All data in thousands) valueBY for SECTOR 2012 is the OFaverage ENT of 10RY counts (All datataken inbetween thousands May and) Oct. From Jan. 2014 onward, data was primarily automated and is an average New 60th of each month excludingNew holidays60th and days with precipitation. Year Queens Queens DAILY VEHICLEJersey TRAFFICStreet INTO THE CBD,Brooklyn DAILY TRANSITJersey RIDERSStreet INTO THE CBD,Brooklyn BY SECTOR OF ENTRY * (All data in thousands) BY SECTOR OF ENTRY (All data in thousands) D 1990AILY VEHICLE101 TRAFFIC 350 INTO 104THE CBD, 191 D 1990AIL Y TRANSIT 264 RIDERS 754 INTO THE 521 CBD, 598 BY1991 SECTOR New 98 OF ENT60thRY 357 * (All data 104 in thousands 200) BY1991 SECTOR New 257OF ENT60thRY 764 (All data in 522 thousands ) 579 Year Queens Brooklyn Queens Brooklyn 1992 Jersey101 Street 382 108 185 1992 Jersey 250 Street 747 503 594 New 60th New 60th Year19931990 10201 370350 Queens 104107 191182 19901993 264 254 754 755 Queens 521 515 598 601 Jersey Street Brooklyn Jersey Street Brooklyn 19941991 1 0498 358357 104107 200185 19911994 257 272 764 790 522 521 579 593 199019951992 11010401 350 361382 104 108117 191 185189 199019921995 264 250 269 754 747 800 521 503 525 598 594 587 199119961993 1 980602 357 378370 104 107120 200 182183 199119931996 257 254 283 764 755 799 522 515 525 579 601 601 199219971994 11010704 382 380358 108 107132 185 185197 199219941997 250 272 299 747 790 785 503 521 534 594 593 601 199319981995 11020904 370 388361 107 117139 182 189207 199319951998 254 269 292 755 800 795 515 525 552 601 587 624 199419991996 11041206 358 393378 107 120135 185 183203 199419961999 272 283 312 790 799 866 521 525 571 593 601 645 199520001997 11041207 361 390380 117 132 189 197201 199519972000 269 299 332 800 785 877 525 534 596 587 601 682 199620011998 1 1 066709 378 371388 120 139128 183 207134 199619982001 283 292 325 799 795 843 525 552 553 601 624 668 199720021999 11070412 380 380393 132 135134 197 203179 199719992002 299 312 335 785 866 869 534 571 559 601 645 645 199820032000 11091012 388 396390 139 132140 207 201186 199820002003 292 332 333 795 877 857 552 596 526 624 682 647 199920042001 11 121067 393 385371 135 128134 203 134196 199920012004 312 325 350 866 843 864 571 553 535 645 668 674 200020052002 11120804 390 379380 132 134 201 179188 200020022005 332 335 356 877 869 876 596 559 553 682 645 656 200120062003 1 6710 371 366396 128 140142 134 186187 200120032006 325 333 372 843 857 911 553 526 557 668 647 695 200220072004 110410 380 356385 134 134137 179 196192 200220042007 335 350 390 869 864 926 559 535 597 645 674 738 200320082005 11100308 396 341379 140 134133 186 188182 200320052008 333 356 388 857 876 977 526 553 596 647 656 746 200420092006 11100410 385 346366 134 142138 196 187182 200420062009 350 372 385 864 911 889 535 557 565 674 695 711 200520102007 11080510 379 351356 134 137134 188 192186 200520072010 356 390 405 876 926 902 553 597 580 656 738 738 200620112008 11100003 366 349341 142 133138 187 182177 200620082011 372 388 401 911 977 906 557 596 583 695 746 737 200720122009 11100004 356 334346 137 138139 192 182179 200720092012 390 385 400 926 889 944 597 565 601 738 711 778 200820132010 1 1 039805 341 332351 133 134132 182 186 200820102013 388 405 409 977 902 968 596 580 616 746 738 799 200920142011 1 1 049600 346 326349 138 138131 182 177178 200920112014 385 401 412 889 906 978 565 583 613 711 737 820 Appendix: Traffic and Transit Trends Transit and Appendix: Traffic 20102015 2012 1 1 059700 351 320334 134 139137 186 179177 20102012 2015 405 400 451 902 944 996 580 601 645 738 778855 20112013 1 0098 349 332 138 132 177 186 20112013 401 409 906 968 583 616 737 799 20122014 1 0096 334 326 139 131 179 178 20122014 400 412 944 978 601 613 778820 409 968 616 799 20132015 9897 332 320 132 137 186 177 2013 2015 451 996 645 855 2014 96 326 131 178 2014 412 978 613 820 * Any discrepencies between these figures and those in previous SSI and
26 NYMTC2015 Hub Bound 97 reports are due 320 to revised 137methods of performing 177 2015 451 996 645 855 26 vehicle class counts. TRAVEL TRAVEL OUTSIDE OUTSIDE THE CBD THE CBD DAILY VEHICLEDAILY TRAFFIC VEHICLE OUTSIDE TRAFFIC THE OUTSIDE CBD, TWO-WTHE CBD,AY TWO-WAY CITYWIDE TRENDS TRAVEL INTO THE CBD VEHICLE VOLUMESVEHICLE VOLUMESAT BOROUGH AT BOROUGH OR CITY BOUNDARIE OR CITY BOUNDARIES S (All data in thousands) (All data in thousands) (All data in (AllTRAVEL thousands) data in thousands)OUTSIDE THE CBD (All data in thousands(AllDAI dataLY VEHICLE in) thousands TRAFFIC) OUTSIDE THE CBD, TWO-WAY VEHICLE VOLUMES AT BOROUGH OR CITY BOUNDARIES (All data in thousands) DAILY VEHICLEGeorge TRAFFIC George OUTSIDE THE CBD, TWO-WAY Ferry Daily Daily transit Cyclists TRAVEL OUTSIDEDaily vehicleDaily THE traffic vehicle CBD trafficDaily busDaily bus (All data in thousandsWestcheste) Wer- stchesteStaten r- Staten NYC NYC Citywid e Transit vehicles Daily vehicleDaily traffic vehicle * traffic * VEHICLE VOLUMES Wa shington ATWa BOROUGH shington OR CITY BOUNDARIE Queens S - Queens - Year population employ- Ridership Year riders to/ riders into crossing into (AllYear data in thousands) Year Year Year The Bronx The Island-NJBronx Island-NJ Brooklyn Brooklyn ment traffic** from CBD into CBD * CBD CBD ** outside theoutside CBD the* CBDridership * Dailyridership ** bus ** (All data in thousands Bridge ) BridgeGeorge * *** Daily vehicle traffic We stchester- Staten Queens - Year Daily vehicle traffic * Year Washington The Br onx 1990 7,336 3,564 5,206 1990 87 745 2,174 1.6 19901990 19901990Daily vehicleoutside traffic the CBD Daily * busridership ** 1990 George1990 273 Bridge 273We stcheste r- Island-NJ Br ooklyn Daily vehicle traffic * Wa shington Staten Queens - 19911990Year 19911990 1991Year 1991 The Bronx Island-NJ Br ooklyn 1991 7,375 3,373 5,047 1991 84 759 2,154 1.8 19901990outside the CBD * ridership ** Bridge1990 273 1992 7,429 3,280 4,977 1992 81 776 2,127 2.2 19921990 19921990 1992 1992 268 268 145 145 19901990 19911990 1990 1991 273 1993 7,506 3,289 4,066 5,086 1993 81 760 2,157 2.3 19931990 19931990 3,305 3,305 1993 1993 261 261 506 506 141 141 519 519 19911990 19921990 1991 1992 268 145 1994 7,570 3,320 4,089 5,236 1994 82 754 2,206 2.4 19941990 19941990 3,335 3,335 1994 1994 260 260 516 516 144 144 537 537 19921990 19931990 3,305 1992 1993 268 261 506 145 141 519 1995 7,633 3,337 4,137 5,259 1995 82 772 2,210 3.3 19951990 19951990 3,366 3,366 1995 1995 266 266 532 532 144 144 547 547 19931990 19941990 3,305 3,335 1993 1994 261 260 506 516 141 144 519 537 1996 7,698 3,367 4,192 5,187 1996 84 787 2,237 3.7 19961996 19961996 3,410 3,410 1996 1996 275 275 548 548 147 147 554 554 19941990 19951990 3,335 3,366 1994 1995 260 266 516 532 144 144 537 547 1997 7,773 3,440 4,292 5,424 1997 84 817 2,249 3.5 19971997 19971997 3,478 3,478 1997 1997 282 282 555 555 152 152 580 580 19951990 19961996 3,366 3,410 1995 1996 266 275 532 548 144 147 547 554 1998 7,858 3,527 4,408 5,893 1998 85 842 2,294 2.8 19981998 19981998 3,566 3,566 1,749 1,749 1998 1998 297 297 566 566 157 157 587 587 19961996 19971997 3,410 3,478 1996 1997 275 282 548 555 147 152 554 580 1999 7,948 3,619 4,503 6,335 1999 103 842 2,431 2.9 19991999 19991999 3,660 3,660 1,883 1,883 1999 1999 318 318 584 584 167 167 595 595 19971997 19981998 3,478 3,566 1,749 1997 1998 282 297 555 566 152 157 580 587 2000 8,018 3,718 4,535 6,737 2000 85 835 2,517 2.0 20002000 20002000 3,704 3,704 1,983 1,983 2000 2000 318 318 591 591 165 165 614 614 19981998 19991999 3,566 3,660 1,749 1,883 1998 1999 297 318 566 584 157 167 587 595 2001 8,071 3,689 4,430 6,921 2001 n/a 700 2,390 2.5 20012001 20012001 3,734 3,734 2,080 2,080 2001 2001 309 309 607 607 177 177 612 612 19991999 20002000 3,660 3,704 1,883 1,983 1999 2000 318 318 584 591 167 165 595 614 2002 8,094 3,581 4,502 6,979 2002 129 797 2,441 3.2 2002 2002 2002 2002 311 311 620 620 179 179 592 592 20002002 200120022001 3,710 3,7343,710 2,131 2,0802,131 2001 309 607 177 612 2003 8,144 3,531 4,566 6,801 2003 119 832 2,392 4.4 20002003 2003 3,704 1,983 2000 318 591 165 614 20012003 200220032002 3,749 3,7103,749 2,062 2,1312,062 2003 20022003 319 311319 620 620 175 179175 612 592 612 2004 8,184 3,549 4,589 6,919 2004 102 825 2,454 4.4 20012004 2004 3,734 2,080 2001 309 607 177 612 20022004 200320042003 3,767 3,7493,767 2,077 2,0622,077 2004 20032004 315 319315 627 620627 174 175174 615 612615 2005 8,214 3,602 4,541 7,069 2005 100 810 2,472 4.8 20022005 2005 3,710 2,131 2002 311 620 179 592 20032005 200420052004 3,736 3,7673,736 2,115 2,0772,115 2005 20042005 304 315304 633 627633 172 174172 615 615 2006 8,251 3,666 4,523 7,205 2006 97 806 2,566 6.6 20032006 2006 3,749 2,062 2003 319 620 175 612 2006 20062005 3,722 3,722 2,160 2,160 2006 20052006 312 304312 625 633625 176 172176 601 615601 2007 8,275 3,745 4,505 7,401 2007 101 795 2,683 6.5 20042004 2005 3,767 3,736 2,077 2,115 2004 315 627 174 615 20072007 200720062007 3,714 3,714 2,192 2,192 2007 2007 291 291 636 636 170 170 601 601 2008 8,364 3,790 4,407 7,638 2008 105 759 2,743 8.5 20052005 2006 3,736 3,722 2,115 2,160 2005 2006 304 312 633 625 172 176 615 601 20082008 200820072008 3,651 3,651 2,240 2,240 2008 2008 293 293 599 599 166 166 590 590 2009 8,392 3,687 4,428 7,446 2009 105 770 2,586 10.9 20062006 2007 3,722 3,714 2,160 2,192 2006 2007 312 291 625 636 176 170 601 601 20092009 200920082009 3,657 3,657 2,190 2,190 2009 2009 290 290 609 609 166 166 592 592 2010 8,175 3,711 4,468 7,419 2010 110 776 2,662 11.7 20072007 2008 3,714 3,651 2,192 2,240 2007 2008 291 293 636 599 170 166 601 590 20102010 201020092010 3,690 3,690 2,154 2,154 2010 2010 292 292 617 617 168 168 597 597 2011 8,245 3,798 4,376 7,450 2011 102 764 2,662 13.2 20082008 2009 3,651 3,657 2,240 2,190 2008 2009 293 290 599 609 166 166 590 592 20112011 201120102011 3,611 3,611 2,097 2,097 2011 2011 280 280 602 602 170 170 574 574 2012 8,344 3,885 4,385 7,628 2012 106 751 2,762 13.3 20092009 2010 3,657 3,690 2,190 2,154 2009 2010 290 292 609 617 166 168 592 597 20122012 201220112012 3,634 3,634 2,123 2,123 2012 2012 277 277 605 605 164 164 592 592 2013 8,405 3,981 4,416 7,726 2013 98 747 2,826 14.7 20102010 2011 3,690 3,611 2,154 2,097 2010 2011 292 280 617 602 168 170 597 574 20132013 2013 20122013 3,669 3,669 2,138 2,138 2013 2013 278 278 610 610 158 158 608 608 2014 8,491 4,102 4,371 7,812 2014 88 731 2,852 15.1 20112011 2012 3,611 3,634 2,097 2,123 2011 2012 280 277 602 605 170 164 574 592 20142014 201420132014 3,640 3,640 2,119 2,119 2014 2014 281 281 620 620 156 156 596 596 2015 8,550 4,225 4,406 7,810 2015 109 731 2,983 15.4 20122012 2013 3,634 3,669 2,123 2,138 2012 2013 277 278 605 610 164 158 592 608 2014 2015 2015 295 295 622 622 163 163 595 595 20132013 2015 20142015 3,6743,669 3,6403,674 2,1382,090 2,1192,090 2013 2014 278 281 610 620 158 156 608 596
20142014 * Sum 2015 of 3,640 all daily traffic 3,674 volumes at borough2,119 and 2,090 city boundaries, 2014 2015 281 295 620 622 156 163 596 595 excluding volumes at points entering the Manhattan CBD. 2015 295 622 163 595 2015 3,674 2,090 ** Sum of all average daily boardings on local bus routes operated by NYCT, MTA Bus, and private operators. During years for which * Average daily boardings on NYCT, MTA Bus, and private local bus complete data are only available for NYCT local routes (2002-2005), routes. ** Includes data only from routes that operate exclusively north of 60th Street in Manhattan. private and MTA Bus local route data are estimates. DAILY VEHICLE TRAFFIC INTO THE CBD, DAILY TRANSIT RIDERS INTO THE CBD, DAILY VEHICLE DAILY TRAFFIC VEHICLE OUTSIDE TRAFFIC THE OUTSIDE CBD, TWO-THE CBD,WAY TWO-WAY ** DAILSubsetY of BUS ManhattanDAIL RIDERSHIPY BUS Local routesRIDERSHIP OUTSIDEwhich operate OUTSIDE THE above CBD, 60 StTHE only CBD, BY SECTOR OF ENTRY * (All data in thousands) BY SECTOR OF ENTRY (All data in thousands) VEHICLE VOLUMESVEHICLE VOLUMESAT BOROUGH AT BOROUGH OR CITY BOUNDARIE OR CITY BOUNDARIES S (M18, M60, M66, M72, M79, M86, M96, M100, M106, M116) DAILY VEHICLE TRAFFIC OUTSIDE THE CBD, TWO-WAY BY BOROUGHBY BOROUGH * (All data *in thousands (All data in) thousands) (All data in thousands(All data in) thousands) DAILY BUS RIDERSHIP OUTSIDE THE CBD, VEHICLE VOLUMES AT BOROUGH OR CITY BOUNDARIES New 60th New 60th DAI LY VEHICLE TRAFFIC OUTSIDE THE CBD, TWO- WAVeYrrazano Verrazano BY BOROUGH * (All data in thousands ) Year Queens Brooklyn Queens Brooklyn (AllNassau- data in thousandsNassau-The) Bronx-TheT heBr onx-Bronx-The Bronx- DAILY BUSUpper RIDERSHIP UpperThe OUTSIDEThe THE CBD,Staten Staten Jersey Street Jersey Street VEHICLE Year VOLUMES Year AT BOROUGH OR CITY BOUNDARIE Narrows S Narrows Year Year Queens QueensBrooklyn Brooklyn (All data in thousands Queens) Queens ManhattanManhattan Queens * Queens * BY BOROUGHManhattan* * Manhattan* (All* Brondata inx thousands* Bron)x Island Island Nassau- The Bronx- T heBridge Bronx- BridgeVerrazano Upper The Staten 1990 101 350 104 191 1990 264 754 521 598 Year Narrows Year Queens Brooklyn 1990 1990Nassau- Queens The 540 Br onx-Manhattan 540The Bronx- Queens Verrazano * Bridge 1990 1990 Upper19901990 Manhattan* The * Bron x Staten Island 1991 98 357 104 200 1991 257 764 522 579 Year Narrows Year Queens Brooklyn 1991 1991Queens Manhattan Queens * 19911991 Manhattan*19911991 * Bron x Island 1992 101 382 108 185 1992 250 747 503 594 1990 540 Bridge 19901990 1992 1992 537 537 272 272 183 183 19921992 19921992 1993 102 370 107 182 1993 254 755 515 601 1990 1991 540 19901990 19911991 1993 1993 892 892 542 542 266 266 178 178 19931993 19931993 1994 104 358 107 185 1994 272 790 521 593 1991 1992 537 272 183 19911991 19921992 1994 1994 897 897 526 526 274 274 181 181 19941994 19941994 1995 104 361 117 189 1995 269 800 525 587 1992 1993 892 537 542 272 266 183 178 19921992 19931993 1995 1995 893 893 522 522 277 277 185 185 19951995 19951995 1996 106 378 120 183 1996 283 799 525 601 1993 1994 892 897 542 526 266 274 178 181 19931993 19941994 1996 1996 896 896 531 531 273 273 185 185 19961996 19961996 1997 107 380 132 197 1997 299 785 534 601 1994 1995 897 893 526 522 274 277 181 185 19941994 19951995 1997 1997 907 907 547 547 272 272 183 183 19971997 19971997 1998 109 388 139 207 1998 292 795 552 624 1995 1996 893 896 522 531 277 273 185 185 19951995 19961996 1998 1998 920 920 560 560 286 286 195 195 19981998 1998 1998 96 96 453 453 515 515 602 602 83 83 1999 112 393 135 203 1999 312 866 571 645 1996 1997 896 907 531 547 273 272 185 183 19961996 19971997 1999 1999 947 947 563 563 291 291 195 195 19991999 19991999 109 109 483 483 556 556 648 648 89 89 2000 112 390 132 201 2000 332 877 596 682 1997 1998 907 920 547 560 272 286 183 195 19971997 19981998 96 453 515 602 83 2000 2000 940 940 579 579 295 295 203 203 20002000 20002000 116 116 505 505 589 589 680 680 93 93 2001 67 371 128 134 2001 325 843 553 668 1998 1999 920 947 560 563 286 291 195 195 19981998 19991999 96 109 453 483 515 556 602 648 83 89 2001 2001 947 947 569 569 294 294 219 219 20012001 20012001 122 122 528 528 614 614 721 721 96 96 2002 104 380 134 179 2002 335 869 559 645 1999 2000 947 940 563 579 291 295 195 203 19991999 20002000 109 116 483 505 556 589 648 680 89 93 333 857 526 647 2002 2002 944 944 552 552 300 300 212 212 20022002 20022002 128 128 535 535 623 623 749 749 96 96 2003 110 396 140 186 2003 2000 2001 940 947 579 569 295 294 203 219 20002000 20012001 116 122 505 528 589 614 680 721 93 96 350 864 535 674 2003 2003 969 969 550 550 299 299 206 206 20032003 20032003 126 126 515 515 599 599 728 728 93 93 2004 110 385 134 196 2004 2001 2002 947 944 569 552 294 300 219 212 20012001 20022002 122 128 528 535 614 623 721 749 96 96 356 876 553 656 2004 2004 966 966 552 552 312 312 206 206 20042004 20042004 131 131 523 523 593 593 737 737 93 93 2005 108 379 134 188 2005 2002 2003 944 969 552 550 300 299 212 206 20022002 20032003 128 126 535 515 623 599 749 728 96 93 2006 110 366 142 187 2006 372 911 557 695 2005 2005 959 959 561 561 297 297 194 194 20052005 20052005 132 132 529 529 620 620 741 741 94 94 2003 2004 969 966 550 552 299 312 206 206 20032003 20042004 126 131 515 523 599 593 728 737 93 93 2007 110 356 137 192 2007 390 926 597 738 2006 2006 935 935 557 557 309 309 207 207 20062006 20062006 130 130 543 543 647 647 744 744 96 96 2004 2005 966 959 552 561 312 297 206 194 20042004 20052005 131 132 523 529 593 620 737 741 93 94 2008 103 341 133 182 2008 388 977 596 746 2007 2007 952 952 558 558 304 304 201 201 20072007 20072007 130 130 545 545 685 685 736 736 97 97 2005 2006 959 935 561 557 297 309 194 207 20052005 20062006 132 130 529 543 620 647 741 744 94 96 2009 104 346 138 182 2009 385 889 565 711 2008 2008 952 952 539 539 309 309 204 204 20082008 20082008 129 129 551 551 729 729 733 733 97 97 2006 2007 935 952 557 558 309 304 207 201 20062006 20072007 130 130 543 545 647 685 744 736 96 97 2010 105 351 134 186 2010 405 902 580 738 2009 2009 956 956 544 544 299 299 202 202 20092009 20092009 127 127 539 539 726 726 703 703 94 94 2007 2008 952 952 558 539 304 309 201 204 20072007 20082008 130 129 545 551 685 729 736 733 97 97 2011 100 349 138 177 2011 401 906 583 737 2010 2010 964 964 550 550 298 298 204 204 20102010 20102010 126 126 538 538 728 728 669 669 94 94 2008 2009 952 956 539 544 309 299 204 202 20082008 20092009 129 127 551 539 729 726 733 703 97 94 2012 100 334 139 179 2012 400 944 601 778 2011 2011 958 958 545 545 289 289 195 195 20112011 20112011 122 122 520 520 724 724 640 640 92 92 2009 2010 956 964 544 550 299 298 202 204 20092009 20102010 127 126 539 538 726 728 703 669 94 94 2013 98 332 132 186 2013 409 968 616 799 2012 2012 964 964 547 547 293 293 193 193 20122012 20122012 123 123 529 529 737 737 642 642 91 91 2010 2011 964 958 550 545 298 289 204 195 20102010 20112011 126 122 538 520 728 724 669 640 94 92 2014 96 326 131 178 2014 412 978 613 820 2013 2013 970 970 558 558 294 294 192 192 20132013 20132013 124 124 543 543 742 742 634 634 94 94 2011 2012 958 964 545 547 289 293 195 193 20112011 20122012 122 123 520 529 724 737 640 642 92 91 2015 97 320 137 177 2015 451 996 645 855 2014 2014 963 963 538 538 299 299 187 187 20142014 20142014 119 119 548 548 735 735 621 621 95 95 2012 2013 964 970 547 558 293 294 193 192 20122012 20132013 123 124 529 543 737 742 642 634 91 94 2015 2015 960 960 531 531 311 311 198 1982014 2014 2015 2015 117 117 l539 l 539 728 728 l610 l 610 96 96 2013 2014 970 963 558 538 294 299 192 187 20132013 20142014 124 119 543 548742 735 634 621 94 95 2014 2015 963 960 538 531 299 311 187 198 2014 2014 2014 2015 119 117 548 l539 735 728 621 l610 95 96 2015 960 531 311 198 2014 2015 117 l539 728 l610 96 * Sum of two-way daily traffic on the Throgs Neck, Bronx-Whitestone, and Triboro Bridge (Bronx toll plaza only) 27 27 NYCDOT 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 NYCDOT’s Major Transportation Projects site: http://www.nyc.gov/html/dot/html/about/major-transportation-proj.shtml
Additional related documents and publications through which NYCDOT reports on its efforts to reduce congestion and promote high performance modes are listed below.
Find the latest NYCDOT 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, classification, and trends for all bridge and tunnel facilities serving Manhattan.
New York City Bridge Since 1948, DOT has monitored traffic flows on 47 bridges Traffic Volumes throughout the five boroughs. This report summarizes vehicular volumes, classification 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.
Urban Freight This report outlines initiatives aimed towards advancing policies Initiatives and programs which mitigate the adverse impacts of trucks on infrastructure and communities, while improving safety, truck delivery efficiency, and New York City’s economic competitiveness.
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.
High Pedestrian Crash This report, in response to Local Law 11 of 2008, addresses DOT’s
Appendix: Related Reports Locations: Pedestrian ongoing commitment to improve safety at high pedestrian crash Safety Improvements locations. The law requires DOT to identify the twenty highest crash at the Top 20 locations based upon a ranking of the total number of crashes involving Intersections pedestrians. Safety improvements have been recently implemented at all, with additional improvements scheduled for the near future.
Bicycle Crash Data As required by Local Law 13 of 2011, DOT compiles the total number of bicycle crashes reported by city agencies. The Bicycle Crash Data report contains information on crashes involving only bicycles, between bicycles and motorized vehicles, and between bicycles and pedestrians. This data includes the number of injuries resulting from such crashes and is grouped by borough and by police precinct.
28 28 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 overflowing, 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 traffic safety and public health, expanding travel choices for all New Yorkers, supporting the City’s efforts to fight climate change, doubling cycling, and Find the latest NYCDOT reports: http://www.nyc.gov/html/dot/html/about/dotlibrary.shtml maintaining our streets and bridges in a state of good repair.
Making Safer Streets Over the past decade, New York City has seen a 30% decline in traffic fatalities, the lowest level since records were first kept in 1910, making New York City’s streets the safest of any big city in the United States. This report focuses on how smart and innovative street design can dramatically improve the safety of our streets. The results reported here are based on “before and after” comparisons of crash data for projects implemented in the last seven years.
Measuring the Street Cities need to set new goals for their streets to meet the needs of a growing population and to address vehicle crashes, traffic congestion, under- performing bus and bike networks, and environments that are inhospitable for pedestrians. The projects described in this report demonstrate how New York has been able to transform its streets by blending new technologies with time-tested tools. The metrics shown in the report are used to measure success and inform the design of future projects.
The Economic New York City has been a leader in transforming the city’s streets into more Benefits of efficient and welcoming spaces for all users. This report introduces a robust Sustainable Streets new metric for assessing the local economic impacts of street improvements.
Vision Zero Borough Plans and Updates can be found at NYCDOT’s Vision Zero page: http://www.nyc.gov/html/dot/html/pedestrians/ped-safety-action-plan.shtml
Vision Zero Vision Zero seeks to eliminate all deaths from traffic 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 five plans, each of which analyzes the unique conditions of one New York City borough and recommends actions to address the borough’s specific challenges to pedestrian safety.
Mayor’s Management Report Updates can be found on the NYC website: http://www1.nyc.gov/site/operations/performance/mmr.page
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 efficiently, 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 fiscal year. The full-fiscal MMR, published each September, looks at the City’s performance during the prior fiscal year.
29 Executive Summary
Manhattan Bridge Traffic: NYCDOT 2015 Manhattan River Crossings
BART Ridership: BART 2015 Factsheet San Antonio Bus Ridership: American Public Transportation Association, Public Transportation Ridership Report, 4th quarter 2015.
Montana Labor Force: Bureau of Labor Statistics.
Tampa, FL Population: United States Census Bureau New Orleans 2015 Annual Tourists: New Orleans Convention and Visitors Bureau
Chicago 2015 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.
Mobility in Context
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. 2015-1990: NYC & Company (1991 data is substituted for 1990.) 1980-1970: “Are Casinos Worth the Gamble?” New York Magazine, June 15, 1981. (1975 data is substituted for 1970.) 1960: 1960 Statistical Guide for New York City. 1950: New York Convention and Visitors Bureau, Inc. as quoted in “Convention Tally Highest Since 1939”, The New York Times, October 3, 1949. (1949 data is substituted for 1950.) 1940: “Big-City Vacation”, The New York Times, June 13, 1943. (1943 data is substituted for 1940.) 1930: How New York Became American, 1890–1924, Angela M. Blake (1929 data is substituted for 1930.)
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. For 1950-2015 data, counts are of Appendix: Methodology vehicular traffic flow on the bridges and tunnels heading to and from Manhattan on an average day; for 1920-1940 data, original entering-Manhattan counts are doubled as an approximation of dual direction traffic. 1950-2015: NYCDOT 2015 Manhattan River Crossings. 1920-1940: Traffic in New York City: A Statistical Study, NYCDOT 1968 historical report. (1924 data is substituted for 1920.)
Vehicle Registrations: New York State Department of Motor Vehicles. (1915 data is substituted for 1910.)
Taxi & For-Hire Vehicle Registrations: “Vehicle Registrations in Force,” Archive of Statistical Summaries, New York State Department of Motor Vehicles.
Recent Travel Trends
Decade statistics are not averages of each decade, but statistics for that specific year.
Population: United States Census Bureau
Employment: Total non-farm employment in New York, NY. New York State Department of Labor.
30 31 30 Tourism: The annual number of tourists in New York City. 2015-1990: 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. 1990-2015: MTA New York City Transit; 1980: NYCDOT 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.
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 traffic flow on the bridges and tunnels heading to and from Manhattan on an average day. 1950-2015: NYCDOT 2015 Manhattan River Crossings.
Citywide Taxi Trips: The cited figures are citywide annual totals of TLC yellow cab trips. 2010-2015: TLC Taxi GPS data. 1980-2000: The New York City Taxicab Fact Book, Schaller Consulting (1977 data is substituted for 1980.)
Household Vehicle Registrations: 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.
Estimated Citywide Freight Trips: Estimates of citywide freight trips are generated by a model developed in a collaboration between Rensselaer Polytechnic Institute, University of Albany, and TNO Delft (Netherlands). For details, see “National Cooperative Freight Research Program Report 19: Freight Trip Generation & Land Use,” available for free download from the Transportation Research Board website, trb.org. Internet-generated deliveries have not been incorporated into this freight-generation model.
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 a.m. - 7 p.m. Tuesday-Thursday the first three weeks in May and November of each year.
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. 2000-2015 data is sourced from National Transit Database; 1990 data is sourced from MTA New York City Transit.
30 31 List of Abbreviations • CBD Manhattan Central Business District: The Manhattan central business district (CBD) is the same area as defined by NYMTC for their Hub Bound Travel report. It covers Manhattan south of 60th Street, river to river. • CTI City Traffic Index • DOT New York City Department of Transportation (NYCDOT) • GPS Global Positioning System • MTA Metropolitan Transportation Authority • NYCT New York City Transit, an agency within MTA • NYMTC New York Metropolitan Transportation Counsel • TLC New York City Taxi and Limousine Commission • SBS Select Bus Service Credits
New York City Department of Transportation: Polly Trottenberg: Commissioner Ryan Russo: 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 Ryan Russo directed the project team which consisted of Charles Ukegbu, Alexander Keating, Laura MacNeil, Mike Marsico, and Andrew Weeks. David Moidel and Kim Sillen of NYCDOT Creative Services are responsible for all of the graphic elements and general production of this report. In addition, the following DOT officials and staff provided content and input in the creation of this document: Eric Beaton, Neil Bezdek, Aaron Fraint, Taylor Reiss Gouge, Stacey Hodge, MengHan Li, Hayes Lord, Denise Ramirez, Sean Quinn, Jeremy Safran, and Aaron Sugiura. Finally, regional agencies compiled and provided NYCDOT 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. Thanks also to Rensselaer Polytechnic Institute, University of Albany and TNO Delft. The preparation of this report has been financed 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 reflect the views of the authors who are responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Federal Transit Administration, Federal Highway Administration or the State of New York. This report does not constitute a standard, specification or regulation.
This New York City Mobility Report report was funded through the New York Metropolitan Transportation Council SFY 2015-2016 Unified Planning Work Program project Strategic Performance Planning Projects - PTDT15D00.G05, which was funded through matching grants from the Federal Transit Administration and from the Federal Highway Administration..
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 32 New York City Department of Transportation 33
32 This page: Jackson and Westchester Aves.,33 Bronx Back Cover: Clinton St. at Madison St., Manhattan33 34