In 1988, the New York State Legislature passed a law to allow cities with a population of one million or more to establish a demonstration program to install traffic-control signal photo violation-monitoring systems (red light cameras), which captures images of vehicles going through red light signals at traffic intersections. New York City used this authorization to launch the nation's first program in 1994. The success of red light cameras in enhancing public safety throughout the five boroughs has led to the City's continued interest in additional expansion. Further increasing the total number of red light cameras the City is allowed to use will make this public safety tool even more effective.
This report presents vehicular volumes and historical comparisons across the Bronx-Westchester, Queens-Nassau, Manhattan-New Jersey, Staten Island-New Jersey, and Brooklyn-Queens screenlines.
Since 1948, DOT has monitored traffic flow on 47 bridges operated by the City of New York. 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.
This report, published annually by DOT since 1972, presents vehicular volumes, classification, and trends for all bridge and tunnel facilities serving Manhattan.
In response to community requests for bicycle and pedestrian improvements on the Pulaski Bridge, DOT proposes building a new bicycle path on the bridge adjacent to the existing shared path. The design includes a new barrier to protect bicyclists from motor vehicles. This proposed path would double the space on the bridge dedicated to bicyclists and pedestrians, enhance safety by separating those two modes and improve access to Long Island City subway stations for Brooklyn residents.
NYCDOT's Accessible Pedestrian Signals (APS) are devices affixed to pedestrian signal poles to assist blind or low vision pedestrians in crossing the street. As required by law, DOT issues an annual report on the status of the APS program.
Currently, M101, M102, and M103 buses do not stop between 55th Street and 61st Street, yet 57th Street is a major destination. Right-turn lanes for Queensboro Bridge-bound traffic between 57th Street and 59th Street preclude buses from accessing the curb for a conventional bus stop. Additionally, 57th Street is a high-crash intersection for pedestrians. To address these issues, DOT plans to install a bus boarding island between 56th Street and 57th Street providing a new bus stop at 57th Street. The project will also make pedestrian safety improvements including the elimination of left-turn/pedestrian conflicts, increased pedestrian crossing time, and added protected crossing time for pedestrians.
The Utica Avenue B46 bus corridor extends eight miles across Brooklyn carrying almost 50,000 passengers a day, making it the second busiest bus route in New York City. To enhance bus service and to improve safety, the New York City Department of Transportation will implement a series of phased improvements to the corridor. The implementation plan is the result of the Utica Avenue Bus Priority and Safety Improvement Study conducted between 2011 and 2013 and extensive input from community boards, local merchants, residents, and transit riders.
The M86 bus corridor was identified as a potential candidate for Select Bus Service. Characterized by slow and crowded trips, the corridor was ranked by the community as one of four corridors most in need of bus improvements. The M86 crosstown bus carries over 25,000 passengers per day, making it the second busiest crosstown bus route and the most crowded bus per mile in New York City. The M86 connects 12 bus routes including the M15SBS, M101, and M4, and crucial connections to the 1, 4, 5, 6, B, and C trains.
This report, in response to Local Law 11, addresses DOT's ongoing commitment to improve safety at high pedestrian crash locations. The law requires DOT to identify the twenty highest crash locations based upon a ranking of the total number of crashes involving pedestrians. The number of locations in each borough is based on the proportion of citywide pedestrian injuries by borough. Safety improvements have been recently implemented at all, with additional improvements.