Regional Transportation Statistical Report
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Southwest Bronx (SWBX): a Map Is Attached, Noting Recent Development
REDC REGION / MUNICIPALITY: New York City - Borough of Bronx DOWNTOWN NAME: Southwest Bronx (SWBX): A map is attached, noting recent development. The boundaries proposed are as follows: • North: Cross Bronx Expressway • South: East River • East: St Ann’s Avenue into East-Third Avenue • West: Harlem River APPLICANT NAME & TITLE: Regional Plan Association (RPA), Tom Wright, CEO & President. See below for additional contacts. CONTACT EMAILS: Anne Troy, Manager Grants Relations: [email protected] Melissa Kaplan-Macey, Vice President, State Programs, [email protected] Tom Wright, CEO & President: [email protected] REGIONAL PLAN ASSOCIATION - BRIEF BACKGROUND: Regional Plan Association (RPA) was established as a 501(c)(3) non-profit organization in 1929 and for nearly a century has been a key planner and player in advancing long-range region-wide master plans across the tri-state. Projects over the years include the building of the the Battery Tunnel, Verrazano Bridge, the location of the George Washington Bridge, the Second Avenue subway, the New Amtrak hub at Moynihan Station, and Hudson Yards, and establishing a city planning commission for New York City. In November 2017, RPA published its Fourth Regional Plan for the tri-state area, which included recommendations for supporting and expanding community-centered arts and culture in New York City neighborhoods to leverage existing creative and cultural diversity as a driver of local economic development. The tri-state region is a global leader in creativity. Its world-class art institutions are essential to the region’s identity and vitality, and drive major economic benefits. Yet creativity on the neighborhood level is often overlooked and receives less support. -
3. Affected Environment
Draft Champlain Hudson Power Express EIS 3. Affected Environment This section provides a description of the existing environment within the proposed CHPE Project area. To facilitate discussion, this EIS divides the approximately 336-mile (541-km) proposed transmission line route into four segments: Lake Champlain Segment (Section 3.1), Overland Segment (Section 3.2), Hudson River Segment (Section 3.3), and New York City Metropolitan Area Segment (Section 3.4). This division is based on geographical and environmental similarities along the route, as described in Section 2.4.1. The Lake Champlain and Hudson River segments contain primarily aquatic corridors, the Overland Segment contains primarily terrestrial corridors, and the New York City Metropolitan Area Segment is a combination of aquatic and terrestrial corridors. The potential impacts associated with constructing and operating the proposed CHPE Project are discussed in Chapter 5 based on the environmental resource areas described in the following sections. Brief definitions of each resource area; laws, regulations, and guidelines potentially applicable to the resource; and existing conditions are discussed for each segment, as appropriate. A region of influence (ROI) for each resource area in which impacts would likely occur is also defined. The ROIs were determined based on regulatory requirements, where applicable, combined with the expected maximum area of measurable construction or operational impacts for that particular resource. 3.1 Lake Champlain Segment 3.1.1 Land Use 3.1.1.1 Background on the Resource Area This section describes existing land uses in the vicinity of the proposed CHPE Project route, and land use plans and policies applicable to the proposed CHPE Project area. -
Draft Harlem River Watershed and Natural Resources Management Plan for the Bronx 2018
Draft Harlem River Watershed and Natural Resources Management Plan for the Bronx 2018 Prepared by: NYC Parks Natural Resources Group Table of Contents Glossary..................................................................................................................................... 2 Introduction ................................................................................................................................ 3 Key Stakeholders ................................................................................................................... 3 Other Planning Efforts ............................................................................................................ 6 Vision & Goals ........................................................................................................................ 8 Watershed Characterization ....................................................................................................... 9 Geology & Soils .....................................................................................................................10 History of Land Use Changes ................................................................................................11 Land Use and Zoning ............................................................................................................14 Community Demographics ....................................................................................................14 Hydrology ..............................................................................................................................15 -
2016 New York City Bridge Traffic Volumes
2016 New York City Bridge Traffic Volumes TM NEW YORK CITY Bill de Blasio Polly Trottenberg Mayor Commissioner A member of the New York Metropolitan Transportation Council 2016 New York City Bridge Traffic Volumes Contract C033467 2014-2015: PTDT14D00.E01 2015-2016: PTDT15D00.E01 2016-2017: PTDT16D00.E02 2017-2018: PTDT17D00.E02 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. NYCDOT is grateful to the Metropolitan Transportation Authority Bridges and Tunnels (MTABT), the Port Authority of New York and New Jersey (PANYNJ), and the New York Metropolitan Transportation Council (NYMTC) for providing data used to develop this report. This 2016 New York City Bridge Traffic Volumes Report was funded through the New York Metropolitan Transportation Council SFY 2017 Unified Planning Work Program project, Data Management PTDT17D00.E02, which was funded through matching grants from the Federal Transit Administration and from the Federal Highway Administration. Title VI Statement The New York Metropolitan Transportation Council is committed to compliance with Title VI of the Civil Rights Act of 1964, the Civil Rights Restoration Act of 1987, and all related rules and statutes. -
Seismic Retrofit of Unreinforced Stone Masonry Bridge Piers and Discrete Element Analysis
SEISMIC RETROFIT OF UNREINFORCED STONE MASONRY BRIDGE PIERS AND DISCRETE ELEMENT ANALYSIS Jaw-Nan (Joe) Wang1 ; Michael J. Abrahams2 Abstract The seismic behavior of unreinforced stone masonry structures can not be accurately studied by conventional force-based methods of analysis. The deformation and failure mechanism of this type of structures are governed by the mortar joints rather than the stone blocks. This paper discusses the discrete/distinct element method used in the seismic rehabilitation of the unreinforced stone masonry piers supporting the 145th Street Bridge over the Harlem River. It can be shown that this performance-based method is able to account for the important characteristics of the block interaction and mortar joint behavior. Introduction The 145th Street Bridge is a movable bridge crossing the Harlem River that provides access between Manhattan and the Bronx. The total length of the bridge is about 481.5 m, consisting of a 94.5 m steel through-trusses swing span, steel girder and truss approach spans and earth-filled approach ramps. The swing span is supported by a circular concrete pivot pier with a granite block fascia, as shown in Figure 1. The two river rest piers were built by unreinforced stone masonry blocks founded on concrete in- filled timber caissons. Figure 1 Swing Span Supported by Center Pivot Pier and Two Rest Piers A design has been completed by the New York City Department of Transportation (NYCDOT) to replace the existing bridge superstructure. Concurrent with this activity, a seismic analysis and retrofit design for the entire bridge has been carried out. According to the seismic criteria established by the Department (1998), the 1 Senior Engineering Manager, Parsons Brinckerhoff Quade & Douglas, Inc. -
The Threads They Follow: Bank Street Teachers in a Changing World
Stanford Center for Opportunity Policy in Education Teaching for a Changing World: The Graduates of Bank Street College of Education The Threads They Follow: Bank Street Teachers in a Changing World By Ira Lit and Linda Darling-Hammond with Eileen Horng, Sam Intrator, Soyoung Park, Jon Snyder, and Xinhua Zheng sco e Stanford Center for Opportunity Policy in Education This report is one of five publications from the larger study entitled Teaching for a Changing World: The Graduates of Bank Street College of Education Linda Darling-Hammond and Ira Lit, principal investigators About the authors: Ira Lit, PhD, associate professor of Education (Teaching), Stanford Graduate School of Education, and faculty director, Stanford Elementary Teacher Education Program (STEP Elementary) Linda Darling-Hammond, EdD, Charles E. Ducommun professor of Education, emeritus, at Stanford University, and faculty director, Stanford Center for Opportunity Policy in Education (SCOPE) Additional contributing authors: Eileen Horng, PhD, research associate, Stanford Center for Opportunity Policy in Education (SCOPE) Sam Intrator, PhD, professor of Education and Child Study and the Program in Urban Studies, Smith College, and head of school, Smith College Campus School Soyoung Park, doctoral student, Stanford Graduate School of Education Jon Snyder, EdD, executive director, Stanford Center for Opportunity Policy in Education (SCOPE) Xinhua Zheng, PhD, research analyst, Stanford Center for Opportunity Policy in Education (SCOPE) Suggested citation: Lit, I. & Darling-Hammond, L. (2015). The threads they follow: Bank Street teachers in a changing world. Stanford, CA: Stanford Center for Opportunity Policy in Education. Portions of this document may be reprinted with permission from the Stanford Center for Opportunity Policy in Education (SCOPE). -
2015 New York City Bridge Traffic Volumes
2015 New York City Bridge Traffic Volumes TM NEW YORK CITY Bill de Blasio Polly Trottenberg Mayor Commissioner A member of the New York Metropolitan Transportation Council 2015 New York City Bridge Traffic Volumes Contract C033467 2014-2015: PTDT14D00.E01 2015-2016: PTDT15D00.E01 The preparation of this report was financed in part with funds from the U.S. Department of Transportation, Federal Highway Administration, under the Federal Highway Act of 1956, as amended, and the Urban Mass Transportation Act of 1964, as amended. This document is disseminated by the New York City Department of Transportation in the interest of information exchange. It reflects the views of the New York City Department of Transportation (NYCDOT), which is responsible for the facts and the accuracy of the data presented herein. The report does not necessarily reflect any official views or policies of the Federal Transit Administration, the Federal Highway Administration, or the State of New York. The report does not constitute a standard, specification, or regulation. NYCDOT is grateful to the Metropolitan Transportation Authority Bridges and Tunnels (MTABT), the Port Authority of New York and New Jersey (PANYNJ), and the New York Metropolitan Transportation Council (NYMTC) for providing data used to develop this report. Prepared by: New York City Department of Transportation Polly Trottenberg Commissioner Margaret Forgione Chief Operating Officer Joseph Jarrin, Executive Deputy Commissioner for Strategic and Agency Services Ryan Russo Deputy Commissioner Charles Ukegbu, Assistant Commissioner, Regional & Strategic Planning Naim Rasheed Senior Director, Traffic Engineering & Planning Alexander M. Keating Director of Special Projects Richard P. Roan Special Projects Danny Yoder Special Projects Published October 2016 2015 NEW YORK CITY BRIDGE TRAFFIC VOLUMES 2,661,105 5.8% Decrease (‐6,428 Daily vehicles per day used the 47 toll‐free Vehicles) bridges monitored by the New York City Department of Transportation in Williamsburg Bridge over the East 2015. -
Hunts Point Location 1300 Viele Avenue & 1301 Ryawa Avenue Bronx, Ny
STRATEGIC HUNTS POINT LOCATION 1300 VIELE AVENUE & 1301 RYAWA AVENUE BRONX, NY PRIME LARGE BOX INDUSTRIAL LEASING OPPORTUNITY 120,775 SF AVAILABLE OVER 5 MILLION NEW CAPITAL IMPROVEMENTS $ FOR LEASE OCCUPANCY 1ST QUARTER 2018 OWNED AND MANAGED BY CO-EXCLUSIVE LEASING BROKERS SITE SURVEY 1300 VIELE AVENUE 1301 RYAWA AVENUE CEILING HEIGHT: ± 17-26 FEET CEILING HEIGHT: ± 20 FEET COLUMN SPACING: ± 100’ X 25’ COLUMN SPACING: ± 48’ X 31’ 600’ 250’ Outside storage 4 Interior loading 2,800 SQ FT CAR PARKING 55’ docks 100’ Ryawa Avenue Ryawa 1300 VIELE BUILDING 1301 RYAWA BUILDING 70,300 SQ FT 50,475 SQ FT 205’ Viele Avenue Viele Warehouse office 350 SQ FT 150’ 2 Interior loading 100’ docks Office Spacce Office area 7,050 SQ FT (incl. mezz space) 9,500 SQ FT Dock door 2 Dock doors Dock door Lighting Place - Private TOTAL BUILDING AREA 120,775 SQ FT CAR/VEHICLE PARKING CAR/VEHICLE PARKING IMPROVEMENTS INCLUDE New Roof • New LED Lighting • New dock doors and load levelers • Renovated oce areas with new windows • New metal-panel wall system • Freshly painted warehouse interior walls & ceiling Sprinkler upgrades - dry system • Upgraded electrical • New asphalt on Lighting Place PREMIER HUNTS POINT LOCATION WITH DIRECT HIGHWAY ACCESS AND VISIBILITY PROPERTY HIGHLIGHTS TOTAL BUILDING SIZE ± 120,775 SF - divisions possible 1300 Viele Avenue 1301 Ryawa Avenue • WAREHOUSE ± 104,225 SF • OFFICES Viele Avenue - Front: ± 7,050 SF Ryawa Avenue - Rear: (2 Story) ± 9,500 SF • LOADING - expandable 8 Interior Tailgate Doors 7 Drive-In Doors • STORAGE ± 2,800 -
Bronx Harlem River Waterfront Bicycle and Pedestrian Study
Bronx Harlem River Waterfront Bicycle and Pedestrian Study August 2006 Michael R. Bloomberg, Mayor City of New York Amanda M. Burden, Director NYC Department of City Planning Monica Bronx Harlem River Waterfront Bicycle and Pedestrian Study August 2006 Michael R. Bloomberg, Mayor City of New York Amanda M. Burden, Director NYC Department of City Planning Table of Contents Chapter 1. Introduction 1 Project Description 1 Planning Framework 3 Chapter 2. Existing Conditions 7 Overview 7 Land Use 13 Major Projects and Future Plans 14 Section by Section 15 Section 1: Macombs Dam Bridge to 145th Street Bridge 15 Section 2: 145th Street Bridge to Madison Avenue Bridge 20 Section 3: Madison Avenue Bridge to 3rd Avenue Bridge 24 Section 4: 3rd Avenue Bridge to Willis Avenue Bridge 29 Section 5: Willis Avenue Bridge to Triborough Bridge 34 Chapter 3. Future Developments 39 The Gateway Center at Bronx Terminal Market 39 The Yankee Stadium Project 42 Chapter 4. Recommendations 47 Overview 47 Section by Section 52 Section 1: Macombs Dam Bridge to 145th Street Bridge 52 Section 2: 145th Street Bridge to Madison Avenue Bridge 61 Section 3: Madison Avenue Bridge to 3rd Avenue Bridge 66 Section 4: 3rd Avenue Bridge to Willis Avenue Bridge 77 Section 5: Willis Avenue Bridge to Triborough Bridge 83 Next Steps 89 References 91 Credits 93 Bronx Harlem River Waterfront Bicycle and Pedestrian Study Chapter 1. Introduction Project Description The waterfront along the Harlem River in the South civic organizations and state and local governmental Bronx has the potential to be a valuable destination organizations. -
Rudin PA Transport Guide
HOW NEWYORK MOVES A GUIDE TO NEW YORK CITY REGIONAL TRANSPORTATION RAIL NYC Subway NJ Transit PATH Amtrak LIRR Metro-North LOCAL TRANSIT NYC Subway. 5,086,833 Average weekday riders PATH . 243,000 Average weekday riders COMMUTER RAIL LIRR . 287,099 Average weekday riders Metro-North . 274,698 Average weekday riders NJ Transit . 259,750 Average weekday riders LONG DISTANCE Amtrak . 24,478 Daily average COURTESY AMTRAK GROUND NYC Bus Access-a-Ride Long Island Bus NJ Transit Bus All For Hire Vehicles Taxis MTA Bridges MTA Tunnels Port Authority Bridges Port Authority Tunnels NYCDOT Bridges NYCDOT Tunnels Private Vehicles Bicycle Walk AUTO NYC Bus . 2,316,691 Average weekday riders MTA Bus (Former Private Lines) . 393,951 Average weekday riders NJ Transit Bus. 517,450 Average weekday riders Access-a-Ride . 18,000 Average weekday riders Long Island Bus . 102,672 Average weekday riders All For Hire Vehicles. 1,500,000 Average weekday riders Taxis . 660,000 Average weekday riders MTA Bridges and Tunnels . 824,000 Average weekday vehicles Port Authority Bridges and Tunnels . 670,722 Daily average NYCDOT East River Bridges. 496,666 Daily average Private Vehicles . 54,087,879 Daily average NON-MOTORIZED Walk . 18,187, 879 Daily average Bicycle . 357,576 Daily average AIR JFK Airport Newark Liberty Airport LaGuardia Airport Stewart Airport MARITIME Staten Island Ferry Private Ferries 1 Brooklyn-Port Authority Marine Terminal 2 Elizabeth-Port Authority Marine Terminal 3 Greenville Yard-Port Authority Marine 5 Terminal 3 1 7 4 Howland Hook Marine 2 Terminal 6 5 Port Newark 6 Port Jersey-Port Authority 4 Marine Terminal 7 Red Hook Container Terminal Brooklyn Cruise Terminal Manhattan Cruise Terminal Cape Liberty Cruise Terminal AIR John F. -
Innovations & Accomplishments
INNOVATIONS & ACCOMPLISHMENTS East River Bridges A $3.14 billion reconstruction program is underway to rehabilitate all four East River crossings. In 2006, these bridges carried some 494,576 vehicles per day. In 2002, working in coordination with the NYPD and other law enforcement agencies, the Division implemented enhanced security measures on these bridges. This work is ongoing. Manhattan and Brooklyn Bridges. (Credit: Thomas Whitehouse) BROOKLYN BRIDGE Arguably the most influential bridge in American history, the Brooklyn Bridge remains one of New York City’s most celebrated architectural wonders. Designed by the brilliant engineer John Augustus Roebling, and completed by his equally ingenious son Washington Roebling, this elegant structure was, at the time of its completion in 1883, the longest suspension bridge in the world. It was declared a National Historic Landmark in 1967. The Brooklyn Bridge carried some 126,805 vehicles per day in 2006. The $611 million reconstruction commenced in 1980 with Contract #1, and will continue with Contract #6, currently in the design phase and scheduled for completion in 2013. This contract will include the rehabilitation of both approaches and ramps, the painting of the entire suspension bridge, as well as the seismic retrofitting of the structural elements that are within the Contract #6 project limits. Engineering Landmark Plaque. (Credit: Michele N. Vulcan) 1899 Plaque Near the Franklin Truss of the Bridge, Marking the Site of George Washington’s First Presidential Mansion, Franklin House. (Credit: Hany Soliman) 41 2006 BRIDGES AND TUNNELS ANNUAL CONDITION REPORT INNOVATIONS & ACCOMPLISHMENTS Historic Landmark, 1954 Reconstruction, and Two Cities Plaques. (1954 & Cities Credit: Michele N. -
A Validated Multi-Agent Simulation Test Bed to Evaluate Congestion Pricing Policies on Population Segments by Time-Of-Day in New York City
A validated multi-agent simulation test bed to evaluate congestion pricing policies on population segments by time-of-day in New York City Brian Yueshuai He, Jinkai Zhou, Ziyi Ma, Ding Wang, Di Sha, Mina Lee, Joseph Y. J. Chow *, Kaan Ozbay C2SMART University Transportation Center, New York University Tandon School of Engineering, Brooklyn, NY, USA *Corresponding author email: [email protected] Abstract Evaluation of the demand for emerging transportation technologies and policies can vary by time of day due to spillbacks on roadways, rescheduling of travelers’ activity patterns, and shifting to other modes that affect the level of congestion. These effects are not well-captured with static travel demand models. We calibrate and validate the first open-source multi-agent simulation model for New York City, called MATSim-NYC, to support agencies in evaluating policies such as congestion pricing. The simulation-based virtual test bed is loaded with an 8M+ synthetic 2016 population calibrated in a prior study. The road network is calibrated to INRIX speed data and average annual daily traffic for a screenline along the East River crossings, resulting in average speed differences of 7.2% on freeways and 17.1% on arterials, leading to average difference of +1.8% from the East River screenline. Validation against transit stations shows an 8% difference from observed counts and median difference of 29% for select road link counts. The model is used to evaluate a congestion pricing plan proposed by the Regional Plan Association and suggests a much higher (127K) car trip reduction compared to their report (59K).