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Improve travel times by adding transit capacity for millions more residents, visitors, and workers

Reach a full “state of good repair” on City’s roads, subways, and rails for the first time in history ransportation Authority

New York City’s success has always been driven by the efficiency and scale of its transportation network. But, for the last 50 years, we have underinvested in our Credit: Metropolitan T infrastructure. Despite dramatic progress, we have not yet achieved a full state of good This segment of the Second Avenue repair across our transit and road networks. And, with population and ridership Subway between 99th St. and 105th St. growing, virtually all subway routes, river crossings, and commuter rail lines will be was constructed in the 1970s pushed beyond their capacity in the coming decades—making transportation our greatest potential barrier to growth.

Our plan for the future of transportation includes the following initiatives: budget constraints may force the MTA to extend some timelines. The failure of the State Build and expand transit infrastructure Improve traffic flow by reducing Legislature to vote on congestion pricing has 1 Increase capacity on key congested routes congestion not only deprived us of an important traffic 2 Provide new commuter rail access to 10 Pilot congestion pricing reduction tool, but also cost the city a 11 Manage roads more efficiently $4.5 billion source of capital for transit and the 3 Expand transit access to underserved areas 12 Strengthen enforcement of traffic violations $354 million that the federal government had offered for short-term transit improvements. Improve transit service on existing 13 Facilitate freight movements infrastructure Achieve a state of good repair on our Build and expand transit 4 Improve and expand bus service roads and transit system infrastructure 5 Improve local commuter rail service 14 Close the Metropolitan Transportation In 2007, transit ridership again reached Authority’s state of good repair gap 6 Improve access to existing transit historic highs. Subway ridership increased 7 Address congested areas around 15 Reach a state of good repair on the city’s more than 4 percent over 2006, with weekday the city roads and bridges ridership now averaging more than 5 million Promote other sustainable modes Develop new funding sources passengers daily—the first time it has done so 8 Expand ferry service 16 Establish a new regional transit financing since 1952. The (LIRR) authority served its highest number of customers since 9 Promote cycling 1949, averaging nearly 290,000 daily—a 4.4 percent increase from 2006. MTA Bus Company ridership rose more than 11 percent on its 81 routes. And New Jersey Transit (NJT) also experienced record ridership, carrying 865,000 every weekday. Transportation Many of the 11 major capital projects identi- fied in PlaNYC have been included in the MTA OUR PROGRESS Capital Plan for 2008–2013. Released in late February, the MTA Capital Plan includes criti- Integrated transit expansion into MTA Capital cal funding for phases 1 and 2 of the , the third track on the LIRR Plan and installed 60 miles of bicycle lanes main line, completing Access and Over the past year, we have been working to ing the next MTA Capital Plan. And we have bringing Metro-North service to Penn Station. make the vision for sustainable transportation engaged all New Yorkers in a discussion of the In addition to these infrastructure invest- we set out in PlaNYC a reality. The New York role that congestion pricing can play in reduc- ments, the Capital Plan allocates $50 million City Department of Transportation (NYCDOT) ing traffic, improving air quality, and funding for targeted studies in , , the has created a new division of Planning and transit. In some cases, we are on pace for the Upper of Manhattan, Southeastern Sustainability and has taken dramatic steps goals we established last year; in others, we , ’s North Shore, Long toward improving bicycle opportunities and are exceeding even those ambitious timelines. Island, and the west side of the Hudson River. public spaces. We are working closely with the Still, critical gaps remain: for example, the These studies will guide future system expan- Metropolitan Transportation Authority (MTA) major projects currently under construction— sion program work, including engineering and to implement (SBS), our phase 1 of the Second Avenue Subway, East environmental review, to provide increased version of Bus Transit (BRT), as well as Side Access, and the Fulton Transit Center— access to these underserved communities. on the huge challenge of developing and fund- are not funded through completion, and If completed, these studies would fulfill one

“By enacting this plan, New Yorkers will do a service to the nation by affirming the wisdom of 20 • PlaNYC strengthening our infrastructure and showing that it can be done.” Felix Rohatyn, The Financial Times, April 26, 2007 S

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Transit Improvements in MTA and Metro-North to Penn Port Authority Capital Plans Station (initial phase) Selected Projects MTA transit mta commuter rail

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Port Authority/NJ transit EW YORK

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Port Authority NEW Subway STATION Second Avenue Subway Phases 1 and 2 MTA STATION upgrades LIRR Great Neck Pocket Track Extension MTA Railroads New Commuter rail station Access to Commuter rail station upgrades Station Work Region’s Core New Station RAIL LINES RECEIVING Signal Improvements Station rehabilitation DIRECT SERVICE TO on the 7, E and F Trains NEW YORK MIDTOWN THROUGH New commuter rail station ACCESS TO THE Port Jervis Line REGION’S CORE Rehabiliation of commuter rail station LIRR Third Track Main/Bergen Line Pascack Valley Line Jamaica Capacity Improvements for Brooklyn LIRR Service NEW JERSEY

LIRR Massapequa Pocket Track

Raritan Valley Line NEW YORK CITY

Source: NYC Mayor’s Office of Long-Term Planning and Sustainability

MTA 2008-2013 Capital Plan Highlights of PlaNYC’s initiatives: studying transit options Project Description Amount for underserved areas. (See map: Transit CORE CAPITAL PROGRAM Improvements in MTA and Port Authority 590 subway cars, 2,492 new buses, 44 station rehabilitations, Capital Plans) New York City Transit and investments in track, signals, and subway infrastructure $14.3B 68 new rail cars and investments in stations, track, signals, LIRR and rail infrastructure $2.6B In addition, NJT and the Port Authority of New 330 new rail cars and investments in stations, track, signals, York and New Jersey (PANYNJ) have worked Metro-North and rail infrastructure $1.8B toward funding Access to the Region’s Core MTA bus 484 new buses, investments in repair, and upgrades to bus depots $363M

(ARC), a project that will increase capacity for Security Program and Interagency $590M in security enhancements and a market uncertainty $1B commuters west of the Hudson River. In May fund to cover cost overruns SUBTOTAL $20.8B 2007, NJT announced that it would allocate a COMPLETION OF EXISTING EXPANSION PROJECTS total of $1.5 billion to ARC, in addition to the East Side Access Completion of project (in addition to $4.1B in current funding) $3.1B Port Authority’s commitment to invest up to Completion of phase I: 96th St to 63rd St (in addition to $3 billion. Second Avenue Subway $3B in current funding) $1.4B Funding remains the key challenge. The MTA Fulton Transit Center Completion of project (in addition to $903M in current funding) $295M must now turn to the State to fund the Capital Completion of project (in addition to $490M in current funding) $27M Plan. By failing to pass congestion pricing, the Regional Investments LIRR track improvements in preparation for East Side Access $476M State Legislature cost the City and the MTA $4.5 billion in transit capital funding. The Capital Construction Planning, design and construction management $200M MTA Capital Plan faces a $13.8 billion funding SUBTOTAL $5.5B gap that must be met through new funding NEW CAPACITY ENHANCEMENT PROJECTS Communications-Based Installation of CBTC on Queens Blvd. (E and F trains) and $1.4B sources. Even with the $4.5 billion from NJT Train Control (CBTC) Expansion Flushing lines (7 train) and PANYNJ, ARC is only half-funded. (See Second Avenue Subway Partial funding for phase II: 105th St. to 125th St. $1B table: MTA 2008–2013 Capital Plan Highlights) Partial funding for Metro-North service to Penn Station $400M erm Planning and S ustainability Reconfiguration of LIRR tracks to increase capacity and efficiency, Improve transit service on existing Jamaica Capacity Improvements and provide increased Brooklyn service $150M infrastructure Fleet expansion to accommodate introduction of CBTC and extension 7 Train Subway Cars to far west side $175M The City, MTA, and the New York State Depart- Studies of long-term system expansion, including bus, subway, Capacity Planning Studies $50M ment of Transportation (NYSDOT) have been light rail, and commuter rail expansions Investments to reduce the MTA’s environmental footprint and to working on the planning and development of Sustainability Investments improve energy efficiency $50M five SBS corridors. Significant improvements SUBTOTAL $3.2B TOTAL $29.5B have been made in the past year to four of the Mayor’s O ffice of Long- T S ource: NYC

“…if it can reduce the health burden on New Yorkers and on the environment, it deserves a shot now.” El Diario/La Prensa, June 6, 2007 Progress Report 2008 PlaNYC • 21 Routes & Bus Improvement Locations

Select Bus Service Routes and Improvement Locations bus rapid transit routes / bus improvement locations

5th/ 1st/2nd Avenues Jamaica Center

Nostrand Avenue

Hylan Boulevard

NYC DOT Commissioner Sadik-Khan, MTA Director Elliot Sander, and NYPIRG’s speaks Mayor Bloomberg aboard a new at the kickoff of the Campaign Source: NYC Mayor’s Office of Long-Term Planning and Sustainability MTA Select Bus Service bus Credit: Mayor’s Office for New York’s Future Credit: Neysa Pranger

five chosen SBS corridor plans; the fifth, on time they stop at intersections. The Victory service and construction is scheduled to begin Merrick Boulevard, has been changed into a Boulevard system has improved running times this year on a new passenger pavilion. Equally set of bus improvements in Downtown by 17 percent and provides a model for other importantly, the plans for a crosstown select Jamaica. In addition, 34th Street in Manhattan locations; the next location will be on Ford- bus service on 34th Street would fulfill a PlaNYC was added as a new SBS corridor and bus pri- ham Road in the Bronx, as part of SBS service. commitment and make ferry service attractive ority improvements are now planned for Fifth for the majority of commuters who do not The PlaNYC initiative to study “congested cor- Avenue and Madison Avenue in Manhattan. work within easy walking distance of the river. ridors” around the city where congestion is The first SBS corridor, on Fordham Road in the particularly severe began in early spring 2008, In 2007, the City designed and installed Bronx, is set to begin service in June 2008. with studies now underway in five of the ten approximately 60 miles of bicycle lanes and The remaining four SBS services had been corridors identified: Amboy Road (Staten installed roughly 800 new bicycle parking planned to start over the next few years, but Island), Church Avenue (Brooklyn), White racks, in both cases significantly exceeding relied on federal funds contingent on conges- Plains Road (Bronx), Woodhaven Boulevard the PlaNYC installation target rate. In addition, tion pricing. The City is now pursuing addi- (Queens), and 181st Street (Manhattan). Public innovative design was incorporated into tional funding sources, but the SBS projects meetings with these communities will occur projects like the protecte may be delayed by the loss of Federal funds. throughout this spring to gather local input. bicycle . In 2008, 80 miles of new bicycle (See map: Select Bus Service Routes and Short-term and long-term improvement mea- lanes are planned for installation, including Improvement Locations) sures will be developed by the end of 2008 expanded pilots of both the protected bicycle Several efforts to improve service on existing and will be reviewed with local stakeholders. path design and green bicycle lane and inter- infrastructure demonstrate the interrelated The Final Report, including recommendations section markings; 400 additional bicycle park- nature of long-term and short-term transpor- for the five corridors, is expected by summer ing racks are also planned for 2008. tation investments. For example, one initiative 2009. Funding for the second group of five in PlaNYC, to expand local LIRR service in corridors is expected this fall, and those proj- Improve traffic flow by reducing Brooklyn and Queens, is contingent on the ects are expected to be initiated in late 2008. congestion completion of East Side Access and several (See map: Congested Corridor Studies) PlaNYC proposed piloting a congestion pric- improvements to track and signal capacity at ing system in the most congested areas of the —all of which depend on Promote other sustainable modes Manhattan as a means of reducing traffic, the full funding of the MTA Capital Plan. Simi- improving air quality, and raising funds for the The City is making significant progress toward larly, the short-term improvements proposed transit system. In August 2007, the U.S. expanding ferry and bicycling options—two by the MTA as a complement to congestion Department of Transportation offered a condi- sustainable modes identified in PlaNYC. While pricing would have achieved many of the goals tional grant of $354 million in funds to support New York Harbor is already home to the larg- for improved bus service to neighborhoods the implementation of congestion pricing and est and best-used network of urban ferry ser- with high rates of driving to Manhattan, but the expansion of transit services if New York vices in North America, we are advancing depended on the approval of congestion pric- State approved the Mayor’s plan or a similar plans to pilot ferry services between Manhat- ing and the $354 million USDOT grant. plan for congestion pricing by April 2008. tan and the Rockaways, which is planned to The City and MTA are also working to improve start service in spring 2008. Construction con- In July 2007, the State Legislature passed bus service throughout the five boroughs. Last tinues on the planned landing at Slip 5 of the legislation creating the Traffic Congestion August, DOT opened an HOV lane on the Man- Battery Maritime Building; together with the Mitigation Commission. The mandate of the hattan Bridge and is beginning to assess a bus reconstructed East 90th Street Ferry Landing. Commission was to evaluate approaches to lane on the Queensboro Bridge. In fall 2007, This will provide part of the infrastructure for reducing congestion, including the Mayor’s the City’s first transit signal priority (TSP) corri- a new network of services connecting the two plan, and to recommend a comprehensive dor was activated on Victory Boulevard in sides of the . At the Midtown Ferry traffic congestion mitigation plan to the City Staten Island. With TSP, equipped buses com- Terminal at East 34th Street, two new ferry and the State by January 31, 2008. Over the municate with traffic signals to minimize the landing barges with four slips have opened for fall of 2007 and early 2008, the Commission

“… congestion pricing is a thoughtful and innovative approach to the problem.” 22 • PlaNYC Progress Report 2008 U.S. Senator Barack Obama, March 27, 2008 Congested Corridors

East Congested Corridor West 181st Street Studies

14th Street Woodhaven Boulevard

Liberty Avenue

Church Avenue

Amboy Road

City Council Transportation Committee Chairman John C. Liu

Source: NYC Mayor’s Office of Long-Term Planning and Sustainability at a congestion pricing hearing City Council S ource: New York

went through a comprehensive process of Achieve a state of good repair on our consulting with the public, evaluating a wide roads and transit system range of alternative approaches to traffic mitigation, and weighing the advantages and Even with the progress that has been made in disadvantages of those approaches. An inter- the last 25 years, the MTA system has not yet agency staff group of NYCDOT, MTA, PANYNJ, achieved a full state of good repair. As part of and NYSDOT assisted the Commission and its recently released 2008–2013 Capital Plan, provided detailed analysis of congestion the MTA proposed $4.9 billion toward pricing and alternative traffic mitigation meeting a state of good repair goal, strategies. After evaluating several options representing 17 percent of the full five-year

and holding 14 public hearings, the Commis- program. These investments focus both on ransportation sion recommended that the City and State visible infrastructure, such as $1.4 billion to adopt congestion pricing in Manhattan south rehabilitate 44 passenger stations, as well as of 60th Street, as well as implement a set of invisible infrastructure, including $1.6 billion taxi fare and parking policies. The Commis- in signal upgrades. sion’s plan would have reduced vehicle miles A cyclist rides the Ninth Avenue Through City and Federal funding, New York Bike Lane, created in October 2007 Department of T Credit: NYC traveled within the congestion zone by City’s bridges are already at a state of good 6.8 percent, raised $491 million a year in net repair. We will keep up this record by rehabili- revenues for transit investment, and would CASE STUDY: NINTH AVENUE “COMPLETE STREET” tating the Brooklyn Bridge ramps (2009–2014), AND PROTECTED BICYCLE PATH have had lasting benefits on the environment, and continuing the River Bridge economy, and transportation system of the rehabilitation projects (2007–2016). In October 2007, we completed a bicycle path on City and region. After reviewing the plan, Ninth Avenue in Manhattan that is protected from Mayor Bloomberg endorsed the Commission’s To achieve a state of good repair on our roads, moving vehicles by a row of parked cars, and from recommendation. in PlaNYC we projected that it will be neces- sary to increase the rate of street resurfacing turning vehicles by special bicycle signals. The first Although the City Council approved it, the from the average of approximately 730 lane of its kind in the , this fully protected State Legislature refused to vote on legislation miles per year achieved between 1996 and bicycle path runs southbound on Ninth Avenue from authorizing congestion pricing. As a result, 2005 to 1,000 lane miles by 2009. Over the West to West 16th Street in Manhattan. the City lost $354 million in federal aid for tran- last year, we have been expanding our capac- Unlike other bicycle lanes where cars are able to sit improvements that had been conditional ity by hiring additional staff and procuring new enter the bicycle lane, this new design creates an on congestion pricing. Furthermore, the MTA equipment; we project that 950 lane miles will exclusive path for bicycles between the sidewalk now faces a $13.8 billion shortfall in its Capital be resurfaced over the next year—50 lane and parked vehicles. In addition to the bicycle path Plan. Above all, the State Legislature’s failure miles above what had been planned. The prevented New York City from piloting the one City’s Street Assessment rating has already and traffic signals for bicyclists, this “complete street” approach proven around the world to reduce increased from 69.9 percent in “good condi- project made improvements for all street users. traffic in major cities. This failure to meet the tion” in 2006 to 70.3 percent in 2007. Those improvements include greenery-filled refuge challenge of addressing traffic congestion and Additionally, we are ensuring that the acquisi- areas for pedestrians, a new curbside parking plan funding transit will have lasting negative con- tion of a second asphalt plant, which will use sequences on the city’s environment, econ- to facilitate deliveries to local businesses and recycled content, is proceeding on schedule, signalized left-turn lanes for motor vehicles. omy, and quality of life. Unless the Legislature so that resurfacing will continue to be environ- fully funds the Capital Plan, this decision also mentally friendly and economically efficient. threatens to erase over two decades of progress in restoring the health of New York City’s transit network.

“It’s a tough choice and it’s a bold idea.” New York City Council Speaker Christine C. Quinn, June 18, 2007 Progress Report 2008 PlaNYC • 23 ransportation

NYC DOT’s accelerated Speaker Quinn, MTA Director Elliot Sander, Mayor resurfacing schedule requires Bloomberg, and MTA Chairman H. Dale Hemmerdinger

more paving crews Department of T Credit: NYC announce the #7 line subway extension Credit: Mayor’s O ffice

Develop new funding sources Next Steps Case Study: Job Creation in PlaNYC Last year, we identified over $50 billion in proj- Over the past year, the City and its people ects that would add transit capacity and reach have been part of a tremendous planning Sustainable investments create jobs. That’s the a full state of good repair for the first time in effort to reduce congestion on our streets and key finding of a third-party study of the potential New York City’s history. To fund the $30 billion improve our transit system for future genera- for job creation if all of PlaNYC’s initiatives were gap in project financing over sources already tions. The failure of the State Legislature to implemented. The capital plans and construction expected, we proposed the creation of a dedi- vote on congestion pricing—after its approval phase for these projects are expected to support cated source of funding—including unprece- by the City Council—casts doubt on whether 422,000 direct jobs (in person-years) and, after dented contributions from the City, State, and New York will tackle its transportation prob- indirect spending is considered, a total of 865,000 net revenues of congestion pricing—allocated lems in an effective way. The City, MTA, and by a new regional funding authority. the region’s other transit providers will con- total jobs. Annual operations and maintenance tinue their work as described in PlaNYC, but spending could directly support 7,700 permanent The concept of a new authority raised con- the fundamental challenge the region faces is cerns about the proliferation of public entities jobs and, after all rounds of the multiplier effect, whether the MTA Capital Plan will, in fact, be in New York City, but the central focus of that the total operational spending is estimated to fully funded by the State Legislature. Some proposal—an infrastructure investment fund support nearly 12,000 jobs annually. opponents of congestion pricing offered alter- fully dedicated to New York City’s mass tran- native financing mechanisms, and it remains sit—was widely embraced. The Governor’s The report projects that the level of capital jobs will to be seen if they will materialize. Funding has Office included the concept of a “lockbox” for peak at 88,300 jobs in 2011. As capital projects are been the perennial problem facing transit in funding for transit expansion in its proposed completed, demand for operations employment to the New York City region: the need for a new budget in January 2008, to accept revenues maintain new infrastructure and deliver services would Hudson River tunnel was first identified in the from congestion pricing. In the absence of 1980s; for LIRR access to Grand Central Termi- rise. While capital projects constitute a much greater congestion pricing, however, the State must nal in the 1960s; for the Second Avenue share of potential total jobs created, operations jobs identify sources of funds and approaches to Subway in 1929. The challenge has always could increase significantly after 2017 and might dedicating them to transit. been whether New Yorkers are willing to invest eventually peak to a level of 12,000 annual permanent in their city. The discussion over the MTA jobs by 2025. Capital Plan will be the critical test that will answer whether we will make a sustainable Our transportation, water quality, water network, and decision or not. energy initiatives create the most jobs. In addition to traditional construction jobs, more transit will require additional bus drivers and subway operators; green building retrofits will require green architects and green contractors who know the latest in building technologies; stormwater management practices will require landscapers. Therefore, PlaNYC’s initiatives will help lead New York to a sustainable economy as well as a sustainable environment.

“…at this point, doing nothing about this city’s worst traffic, 24 • PlaNYC Progress Report 2008 as some advocate, is not an option.” Staten Island Advance, March 2, 2008 Transportation Progress * implementation milestone FOR INITIATIVE LAUNCHED progress since April 22, 2007 DECEMBER 2009 1 INCREASE CAPACITY ON KEY CONGESTED ROUTES Seek to fund five projects that In its 2008–2013 Capital Program, MTA proposed $1.38B in new funding (plus $2.96B in current funding) to complete Have funding mechanism in place eliminate capacity constraints  phase 1 of SAS, $1.0B to begin construction on phase 2 of SAS, and $150M for the LIRR’s third track project 2 PROVIDE NEW COMMUTER RAIL ACCESS TO MANHATTAN Seek to expand options for rail In its 2008–2013 capital program, MTA proposed $3.14B in new funding (plus $4.11B in current funding) to complete Continue construction of East Side commuters East Side Access and $400M for the initial phase of new Metro-North service to Penn Station, including new stations in Access and Second Ave. Subway; move  Manhattan and the Bronx other projects into engineering phase 3 EXPAND TRANSIT ACCESS TO UNDERSERVED AREAS Seek to provide transit to new In its 2008–2013 capital program, MTA proposed $50.0M to study potential transit expansions for Queens, Bronx, Manhattan’s Complete Staten Island study and neighborhoods , Southeastern Brooklyn, Staten Island’s North Shore, Long Island and the west side of the Hudson River. study of potential subway expansion  NYCEDC will procure consultant services to study new transit options in Staten Island's North Shore by summer 2008 4 IMPROVE AND EXPAND BUS SERVICE Initiate and expand Bus Rapid Transit Improvements made to five SBS corridor plans (added Manhattan’s 34th St., with Downtown Jamaica’s Merrick Boulevard Open five SBS routes reframed into bus priority improvements). Bus priority improvements planned for Manhattan’s Fifth and Madison Avenues. First  SBS corridor on Bronx’s Fordham Road begins in June 2008. Remaining four to be introduced between 2008 and 2011 Dedicate Bus/High Occupancy Vehicle The City opened an HOV lane on the Manhattan Bridge in August 2007. The City is initiating a study for a on the Operate bus service lanes on all three (HOV) lanes on the East River Bridges  Queensborough Bridge this spring and will have recommendations by the end of the year bridges Explore other improvements to bus DOT has initiated the Bus Hot Spots program to move buses more quickly through congested intersections. In 2007, a Complete implementation of service Transit Signal Priority Program, begun on Staten Island’s Victory Boulevard, will be used in future SBS corridors as well, operating improvements for  starting with Fordham Road this spring 22 locations 5 IMPROVE LOCAL COMMUTER RAIL SERVICE Seek to make better local use of In its 2008–2013 capital program, MTA allocated $150M to redesign Jamaica tracks to facilitate new service into Grand Improve local connectivity Metro-North and Long Island Rail Road Central and new cross-borough service between Flatbush Avenue and Jamaica (LIRR) stations  6 IMPROVE ACCESS TO EXISTING TRANSIT Facilitate access to subways and bus Completed the redesign of three bus stops under elevated subways to improve connections between bus/subway service Complete construction of up to stops citywide and two new sidewalk designs improving the interface between subway/bus stations and sidewalks, all at sites in three bus stops under Els, up to two  Brooklyn and the Bronx. By June 2008, the 40th St. project will be completed and additional access projects initiated Sub-Side interface, and up to 15 new sidewalks to bus stops 7 ADDRESS CONGESTED AREAS AROUND THE CITY Develop congestion management plans Initiated a study of ten congested traffic corridors to develop targeted plans with communities to reduce congestion, Complete studies for nine corridors for outer-borough growth corridors improve air quality, and provide a safer environment. Measures will be developed by the end of 2008 and reviewed with and begin implementation (2009)  local stakeholders. The Final Report, focusing on the first five corridors, is expected by summer 2009 8 EXPAND FERRY SERVICE Seek to expand ferry service and better A year-round pilot ferry service from the Rockaways to Manhattan will start in spring 2008. NYCEDC issued RFPs for additional Issue contract and launch service; integrate it with the city's existing ferry service around the city. Two new ferry landing barges opened for service at East 34th St. as did the East 90th St. landing, study crosstown BRT mass transit system  with construction ongoing at Slip 5's landing at Battery Maritime Building. Crosstown BRT on 34th Street now being planned 9 PROMOTE CYCLING Complete the City’s 1,800-mile bike In 2007, the City designed and installed approximately 60 miles of bicycle lanes, while incorporating innovative designs Complete 200 directional lane miles master plan (see case study). In 2008, 80 miles of new bicycle lanes are planned for installation, including expanded pilots of both the of bike routes  protected bicycle path design and green bicycle lane and intersection markings Facilitate cycling In 2007, the City installed roughly 800 new bicycle parking racks, significantly exceeding the PlaNYC installation target Install 400 new CITYRACKS per year; rate. In 2008, DOT plans to install 400 additional bicycle parking racks. DCP's proposed Bicycle Parking Text Amendment, improve and update maps annually  expected to begin public review in 2008, would require bike parking in new buildings 10 PILOT CONGESTION PRICING Seek to use pricing to manage traffic in ** Despite extensive study, public consultation, and adjustments, and the approval of the City Council, the State Legislature Install and run congestion pricing the Central Business District (CBD)  refused to vote on congestion pricing system by spring 2009 11 MANAGE ROADS MORE EFFICIENTLY Expand the use of Muni Meters Since April 2007, the City installed nearly 550 new Muni Meters, with nearly 450 reserved for noncommercial vehicles. Install Muni Meters in most outer  Installation will continue in busy commercial districts, replacing all single space meters in Manhattan by July 2009. borough central business districts Create an integrated traffic The City will install 4,500 advanced traffic technology in the Bronx, Queens, and Brooklyn (Staten Island already Consolidate TMC management system  converted), and additional variable message signs in Staten Island and eastern Queens, by 2010 12 STRENGTHEN ENFORCEMENT OF TRAFFIC VIOLATIONS Expand the force of Traffic Postponed to fiscal year 2009 due to budget constraints. Recruiting expected to begin in fall 2008 Hire 100 TEAs and deploy Enforcement Agents (TEAs)  Enable all TEAs to issue In February 2008, Senator Lanza and Assembly Member Kavanaugh introduced legislation to amend the State Vehicle and Obtain authority to issue tickets1 blocking-the-box tickets  Traffic law to treat block-the-box violations as parking violations, empowering TEAs to issue the violation Expand the use of traffic enforcement In January 2007, Senator Padavan and Assembly Member Glick introduced legislation in Albany to authorize the use of Install cameras cameras cameras for vehicles that exceed the speed limit. In March 2008, Senator Golden and Assembly Member Bing introduced  legislation to authorize the use of cameras to issue violations to vehicles intruding in designated bus lanes 13 FACILITATE FREIGHT MOVEMENTS Improve access to John F. Kennedy Additional auxiliary traffic lanes along the Van Wyck Expressway were added in September 2007. The City held the first Implement short-term International Airport (JFK) steering group meeting to study arterial highway traffic management.S afety and capacity improvements were completed recommendations  in Springfield Gardens and Jamaica. Travel time signage will be installed along the Whitestone Bridge in summer 2008 from JFK Access Task Force Explore High Occupancy Truck Toll In April 2008, NYSDOT initiated a 24-month Managed Use Lane Study to look at HOTT lanes. Will complete the Managed Complete study (HOTT) Lanes  Use Lane Study in 2009 14 CLOSE THE METROPOLITAN TRANSIT AUTHORITY’S STATE OF GOOD REPAIR GAP Seek a grant from the SMART Authority In its 2008–2013 capital program, MTA proposed $4.9B for state of good repair (17% of total program), including Have funding mechanism in place1 to cover the MTA’s funding gap rehabilitation of 44 subway stations, 10 Metro-North and LIRR stations, system-wide track rehabilitation, repair of  bridges, flood control improvements, and modernization of power substations. 15 REACH A STATE OF GOOD REPAIR ON THE CITY’S ROADS AND BRIDGES Seek a grant from the SMART Authority Through City funding, 950 lane miles will be resurfaced between July 2007 and June 2008, an increase of 50 lane miles Resurface 1,925 lane-miles of city to cover the City Department of over what had been planned. DOT hiring additional staff and obtaining enough equipment to increase to 1,000 lane miles streets is exceeding our current pace Transportation funding gap  in the next year of resurfacing by 125 lane-miles Seek a grant from the SMART Authority Through City and Federal funding, on pace to continue maintaining all City bridges in a state of good repair. Major Complete scheduled 10-year bridge to fund accelerated capital repairs upcoming projects include the rehabilitation of the Brooklyn Bridge ramps, from 2009 through 2014, and the continuation capital plan on schedule  of the Harlem River Bridge rehabilitations from 2007–2016 16 ESTABLISH A NEW REGIONAL TRANSIT FINANCING AUTHORITY Seek to create a SMART Financing PlaNYC proposed a dedicated source of funding—with contributions from the City, State, and congestion pricing Establish SMART Fund Authority to advance new projects and revenues—allocated by a new, regional authority. The proposal's intent was met by the lockbox created for congestion achieve a state of good repair  pricing revenues, but the State Legislature’s failure to vote on congestion pricing means that no lockbox is likely Extended version of Progress updates and full list acronyms available online at www.nyc.gov/PlaNYC2030 * Initiative begun by the City, including planning or advocacy stages ** Launched by the City, but rejected by the State Legislature 1 2015 milestone set—no 2009 milestone

Progress Report 2008 PlaNYC • 25