New York City
Mobility Report NYC Department of Transportation
October 2016
1
Contents Letter from the Commissioner
7 14 21
Manhattan Traffic S Project Indicators
5
Letter from the Commissioner
7
Executive Summary
10
Mobility in Context
12
Recent Travel Trends
16
Citywide Bus Speeds
20 22
Citi Bike & Taxis in Midtown Manhattan CBD & Midtown Travel Speeds
25 Appendices Traffic & Transit Trends
Related Reports
Methodology
List of Abbreviations / Credits
Appendix
2
Cover: Third Ave. at 57th St., Manhattan This page: 86th St. at Central Park West, Manhattan
44
Traffic and Transit Trends
46
Methodology for Crash Data
3
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
Queens Blvd., Queens
5
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:
Lexington Ave. at Grand Central Terminal, 6 Manhattan
45,000 fewer vehicles entering the Manhattan Central Business District per weekday than in 2010
A reduction greater than the total number of vehicles crossing the Manhattan Bridge into the CBD each day
159 million more annual subway trips than in 2010
An addition exceeding the annual total of all trips on San Francisco’s BART system
46 million fewer annual New York City Transit bus trips than in 2010
A reduction greater than the annual ridership of the bus system serving San Antonio
520,000 jobs added since 2010
The equivalent of absorbing the entire labor force of the State of Montana
370,000 more New York City residents since 2010
These new New Yorkers alone exceed the population of Tampa, FL
10 million more tourists than in 2010
An addition equivalent to all the tourists that visited New Orleans
200,000 more daily cycling trips than in 2010
An increase nearly equivalent to the total number of daily cycling trips in Chicago
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
To keep the city growing, we must continue to invest in the most efficient ways to keep it moving. 9
Lafayette Street, Manhattan
Mobility in Context New York City is currently hosting the highest number of residents, jobs, and tourists in its history. In other words, there has never been more demand for transportation. New York’s transportation system has always been closely linked to the city’s larger economic and demographic trends. The following 30year eras highlight how our transportation system changed as New York City has grown, contracted, and rebounded.
1910 1910
Population Population (millions) (millions)
Employment Employment (millions) (millions)
1920-1950
4.77 4.77
N/A N/A
1920 1920
5.62 5.62
N/A N/A
1930 1930
1940 1940
1950 1950
1960 1960
1970 1970
6.93 6.93
7.45 7.45
7.89 7.89
7.78 7.78
7.89 7.89
3.24 3.24
3.47 3.47
3.54 3.54
3.75 3.75
1980 1980
1990 1990
2000 2000
2010 2010
2015 2015
7.07 7.07
7.32 7.32
8.00 8.00
8.18 8.18
8.55 8.55
3.30 3.30
3.56 3.56
3.72 3.72
3.71 3.71
N/A N/A
Significant growth in New York City. While subway ridership growth was modest, auto use accelerated rapidly. • 40% growth in population • 105% growth in vehicular river crossings to/from Manhattan
48.8 48.8 Tourists Tourists (millions) (millions)
29.1 29.1 N/A N/A
N/A N/A
4.23 4.23
0.8 0.8
0.5 0.5
13.0 13.0
14.0 14.0
16.0 16.0
17.0 17.0
1,420 1,420
1,499 1,499
58.3 58.3
36.2 36.2
• 525% growth in vehicle registrations • 26% growth in subway ridership
1950-1980 The city contracted while auto use grew. Transit ridership fell significantly. • 10% decline in population
Vehicular Vehicular River RiverCrossings Crossings to/from to/fromManhattan Manhattan (thousands/day) (thousands/day)
N/A N/A
376 376
470 470
624 624
771 771
1,138 1,138
1,760 1,760
1,956 1,956
1,849 1,849
1,796 1,796
2,071 2,071
2,044 2,044
1,962 1,962
2,107 2,107
1,604 1,604
1,763 1,763
• 5% decline in employment • 94% growth in vehicular river crossings to/from Manhattan • 21% growth in vehicle registrations • 40% decline in subway ridership
Vehicle Vehicle Registrations Registrations (thousands) (thousands)
764 764 72 72
995 995
1,351 1,351
1,540 1,540
1,785 1,785
1,633 1,633
216 216
1980-2010 Growth in population; jobs and tourism added. Subway ridership increased in line with reinvestment in mass transit. Despite a rebounding economy and population, vehicle ownership and river crossings begin to decline after peaks in 1990 and 2000, respectively. • 16% growth in population • 12% growth in employment • 187% growth in tourism 10
• 59% growth in subway ridership
2,049 2,049 Subway Subway Ridership Ridership (millions) (millions)
1,332 1,332
1,857 1,857
1,681 1,681
1,345 1,345
1,258 1,258
725 725
1,009 1,009
1,028 1,028
1,381 1,381
N/A means data is not available. For detailed methodology, see appendix. 11 11
Recent Travel Trends This section takes a closer look at the main drivers of travel demand, as well as at trends in high performance modes, auto use, and travel speeds in New York City over the past six years with data from 2000, 1990, and 1980 provided for context.
Drivers of Travel
1980
19801990
19902000
2000 2010
20102011
2011 2012
2012 2013
2013 2014
2014 2015
2015
7.32 8.00
8.00 8.18
8.18 8.29
8.29 8.37
8.37 8.44
8.44 8.49
8.49 8.55
8.55
7.07
7.07 7.32
3.56 3.72
3.72 3.71
3.71 3.80
3.80 3.89
3.89 3.98
3.98 4.10
4.10 4.23
4.23
3.30
3.30 3.56
48.8
48.850.9
50.9 52.7
52.7 54.3
54.3 56.4
56.4 58.3
58.3
Population Population (millions) (millions)
Employment Employment (millions) (millions)
Travel demand is propelled in New York City by the number of residents, jobs, and visitors. All three of these indicators have grown since 2010, with employment leading the way. • New York City added more than 500,000 jobs since 2010—half of which were gained in the past two years alone—the City’s highest two-year job gain ever.
TouristsTourists (millions) (millions)
29.1 17.0
29.1
36.2
36.2
17.0
• The city’s population has grown steadily since 2010 at an average annual rate of 1%. • The annual number of tourists visiting New York City grew by 9.5 million between 2010 and 2015, an increase of nearly 20%.
High Performance Modes Increased demand on the city’s transportation system has led more New Yorkers to turn to the subway to get around.
SubwaySubway Ridership Ridership (millions) (millions)
• Subway ridership has grown an average of 2% since 2010, adding 159 million more annual riders by 2015. • Cycling increased by 80% between 2010 and 2015 as bike infrastructure continued to expand on city streets. • 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 excludes MTA Bus for the sake of historical consistency.)
1,381 1,381 1,028 1,028 1,009 1,009
589
589
NYCT Bus NYCT Bus Ridership Ridership (millions) (millions)
• Ferry ridership has fluctuated in recent years, rebounding in 2015 Est. Cycling from two years of declining ridership. Est. Cycling Trips Trips (thousands/day) (thousands/day)
699 468
699
1,763 1,763 1,640 1,6401,655 1,6551,708 1,7081,751 1,751 1,604 1,604
697
100 100
100
87
87
150
12
57
668 678
678 667
667 651
651
85
250270
270
320
320
380
420
420 450
450
N/A
N/A
109
109
380
150
110
Ferry Ridership Ferry Ridership (thousands/day) (thousands/day)
671 668
468
250 100
697671
85
110 102
102 106
106
98
98
88
88
57
N/A means data is not available. For detailed methodology, see appendix.
13 13
Recent Travel Trends
1980
1990
745 Vehicles Entering Manhattan south of 60th St (thousands/day)
Vehicles Entering Manhattan south of 60th St (thousands/day)
N/A
126.2
2010 1990
2011 2000
2012 2010
2013 2011
2014 2012
2015 2013
2014
20
835
776 745
835 764
776 751
764 747
751 731
731 747
731
7
172.2 146.4
171.4 171.5
172.2 170.5
171.5 168.8
170.5 161.0
168.8 142.7
161.0
1,852 1,767
1,854 1,764
1,777 1,767
1,808 1,764
1,838 1,777
1,879 1,808
1,838
52.7
687.1
N/A
Auto Use The City’s post-recession growth in population and employment have not been uniformly mirrored in indicators of auto use. Citywide Taxi Trips (millions) • The number of vehicles entering Manhattan south of 60th Street on a
2000 1980
146.4
171.4 126.2
14
Citywide Taxi Trips (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
• Between 2010 and 2015, 112,000 more household cars were Vehicle registered in New York City, keeping the per capita Household car ownership Registrations rate in the city stable at 0.22 vehicles per resident. (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 cab companies—has been growing at an increasingly rapid pace since 2010, reaching an all-time high of 72,000 in 2015. Taxi growing & For-Hire • Daily freight trips are estimated to have increased steadily, Vehicle Registrations by 5.7% between 2010 and 2013. (thousands) $
1,448
1,854 1,448
1,8
Household Vehicle Registrations (thousands)
72.0 46.4 41.2
48.4 44.4
48.0 41.2
52.7 44.4
60.4 48.0
650.3
673.9 650.3
687.1 660.4
673.9
609.9
660.4 609.9
N/A
N/A
N/A
8.03
7.82
8.03 7.64
7.82 7.71
7.64 7.68
9.35
8.99
9.35 9.28
N/A
N/A
46.4 Taxi & For-Hire Vehicle Registrations (thousands) $
48.4
72 60.4
20.2
20.2
Travel Speeds Travel speeds tracked by NYCDOT across Manhattan and citywide have declined consistently since 2012. Est. Citywide • NYCT citywide bus speeds have declined more than 2% Freight since 2010. Trips$ • Travel speeds in Manhattan south of 60th Street have (thousands/day) dropped 20%
Est. Citywide Freight Trips$ (thousands/day)
N/A
from 2010 speeds—and declined 10% in the past year alone. (Taxi GPS is used as a proxy for travel speeds.) NYCT Bus Citywide Speed (mph)
Travel Speed in Manhattan south of 60th St (mph)
NYCT Bus Citywide Speed (mph)
Travel Speed in Manhattan south of 60th St (mph)
N/A
N/A
N
7.71 7.53
7.68 7.49
7.53 7.47
7.49
7.
8.99 8.90
9.28 8.51
8.90 8.21
8.51
8.
N/A
N/A
N/A
N/A
N/A
N/A N/A
N/A means data is not available. For detailed methodology, see appendix. 14
15
Citywide Bus Speeds
Ridership in Manhattan fell by 6% in 2014 and another 5% in 2015.
NYCT Bus Speeds Weekdays 4 p.m. - 6 p.m.
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 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 experience higher speeds. Between 2014 and 2015, citywide bus ridership fell by 2%, dropping from 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 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 2014 and nearly 1.5% 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 (TuesdayThursday) 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.
Speed (mph) 0 - 2.00 2.01 - 4.00 4.01 - 6.00 6.01 - 8.00 8.01 - 10.00 10.01 +
16
17 17
Citywide Citywide Bus Bus Speeds Speeds
Bus Speed by Route Segment
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 neighborBx40 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 Average Run Time 1 hr 11 min drivers in each borough; while bus speeds are slower than traffic speeds due to dwell at bus stops, there is a relationship between bus speed and general traffic speed. Individual bus Bx40 route diagrams detail how average travel speeds change as buses move through neighborhoods along each Webster Ave. Bruckner Expwy. borough route. Boston Rd. Castle
6.5 mph
7.5 mph
8.2 mph
Dewey Ave.
Bruckner Expwy.
Hutch. River Pkwy.
Castle Hill Ave.
White Plains Rd.
Webster Ave.
Boston Rd.
7.9 mph
7.2 mph
6.6 mph
6.3 mph
Parkside Ave.
9.5 mph
11.0 mph
EB
6.4 mph
1st Ave.
2nd Ave.
6th Ave. 8th Ave.
5.0 mph
3.9 mph
8.1 mph
3.1 mph
7.5 mph
6.8 mph
13.8 mph
10.3 mph
3.5 mph
3.6 mph
EB
6.7 mph
7.1 mph
6.3 mph
7.0 mph
Ave. L
8.2 mph
6.7 mph
Glenwood Rd.
5.8 mph
8.2 mph
Parkside Ave.
4.8 mph
5.5 mph
8th Ave.
3.4 mph
4.5 mph
5th Ave.
3.3 mph
7.2 mph
EB
7.7 miles 6.1 mph 1 hr 15 min
12.9 mph
13.7 mph
7.1 mph
7.1 mph
9.4 mph
8.8 mph
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 (TuesdayThursday) 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..
12.8 mph
11.3 mph
16.3 mph
14.9 mph
9.2 mph
9.0 mph
Westervelt Ave.
WB
Forest Ave.
48 min
S62 Victory Blvd from Travis to St George Ferry Terminal Highland Ave.
Average Run Time
Tillary St.
WB
Bond St.
B41 Flatbush Av from Downtown Brooklyn to Bergen Beach/Kings Plaza
Methodology
18
3.2 mph
Little Clove Rd.
10.7 mph
Average Run Time
WB
SI Expwy.
8.5 miles
4.4 mph
8th Ave.
Average Speed
Distance
6.2 mph
College Pt Blvd.
1 hr 3 min mph
1 hr 7 min
Distance
Average Speed
7.7 mph
114th St.
Average Run Time 6.3
B41 Downtown Brooklyn to Bergen Beach/ Kings Plaza
S62 Travis to St George Ferry Terminal
3.2 mph
3.8 mph
Northern Blvd. 8th Ave.
7.3 miles
7.3 m6.9 mph Average Speed
Ave. L
Wild Ave.
6.6 mph
8.6 mph
Q66 Northern Blvd from Long Island City to Flushing
St George Ferry Terminal
Little Clove Rd.
4.5 mph
4.7 mph
35th Ave.
Q66 Long Island City to Flushing
S62 Arlene St.
6.9 mph
4.7 mph
EB
Roosevelt Ave.
Tillary St.
7.1 mph
9.5 mph
Q66
Distance
B41
4.5 mph
21st St.
114th St.
4.7 mph
8th Ave.
29 min
6.8 mph
10th Ave.
4.4 mph
Northern Blvd.
1st Ave.
Morris Hts. MNR
2.1 miles
35th Ave. 21st St.
10th Ave. 6th Ave.
12th Ave.
Average Speed Average Run Time
WB
Wild Ave.
Forest Ave.
Distance
4.7 mph
4.5 mph
M42 42nd St Crosstown from Circle Line Pier to East Side
Fort Schuyler
M42 Circle Line Pier to East Side
4.1 mph
Arlene St.
As such, passengers traveling different segments of the same route experience drastically different travel times. For instance, a person boarding the B41 at Barclays Center and heading to Tillary Street will, on average, travel considerably slower than a passenger getting on at the Barclays Center bound for the Prospect Park Zoo.
Hill Ave.
WB
28th St.
Average travel speeds vary considerably along all five routes, often in line with land use and density changes. In fact, travel speeds can vary by more than 10 mph from one route segment to another on the same bus route due to changes in M42 congestion and ridership patterns.
Bx40 Tremont Av Crosstown from Morris Heights to Fort Schuyler
6.5 mph
9.9 mph
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 19
2,500
2,204
Number of Trips
Number of Trips
2,500
2,204
1,639
1,846
2,000
Midtown Core1,500
2,500
1,846
2,000
1,639 1,500
1,648
1,591
1,648
1,591
1,464
2,041 2,000
1,881 1,665
1,500
1,243
1,480
1,464
1,480
Number of Trips
Citi Bike & Taxis in Midtown
Taxi and Citi Bike Trips Wholly within the Midtown Core by Hour on a Typical Fall Day 2015
1,243
1,000
1,692
1,693
1,597
1,567 1,328
1,319
906
1,116
1,050
1,000 1,116 New York City’s vitality has long been associated with Midtown Midtown Core 906 500 Manhattan. Bounded by East River and Ninth Avenue to the east 280 256 1,000 199 199 and west, and 59th and 35th Streets to the north and south, the 142 132 132 136 97 100 roughly 1.8-square-mile Midtown Core is home to500 the worldTime 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 famous commercial centers of Broadway, Rockefeller Center, 276 256 of Day 200 Manhattan 203 Herald Square, and Times Square. Given Midtown’s central 144 133 130 136 500 south of 99 97 location, workforce density, and economic 276 importance, mobility 60th St. 256 TLC Yellow Cabs 200 203 in the Midtown Core plays a major role in the city’s day-to-day 144 130 am 133 Time 8-9 136 97 am 10-11 99 am 9-10 11-12pm 12-1 pm 1-2 pm 2-3 pm 3-4 pm 4-5 pm 5-6 pm functioning. of Day Citi Bike TLC Yellow Cabs 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 On a typical fall day, TLC yellow cabs make over 85,000 trips of Day Citi Bike that either pick up or drop off in the Midtown Core; 19% of these On a typical fall day, taxis picking up and dropping off passengers wholly never leave the area. In other words, 15,837 trips both start and within the 1.8-square-mile Midtown Core travel a cumulative average of 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 Midtown Core on a Typical Fall Day 2015, 8 a.m. - 6 p.m. Avg. Time (m/s)
Avg. Speed (mph)
Avg. Speed (mph)
Avg. Cost
4:19
6.7
$1.05
42%
7:16
7.3
$1.05
600
36%
10:21
7.8
$1.05
1.5 - 2
150
9%
13:54
7.8
$1.05
2+
6
0%
18:28
7.5
$1.05
Length (miles)
Trips
0 - 0.5
3,137
20%
5:40
4.2
$7.08
0 - 0.5
218
13%
0.5 - 1
7,940
50%
10:01
4.7
$9.59
0.5 - 1
700
1 - 1.5
3,820
24%
15:25
4.9
$12.83
1 - 1.5
1.5 - 2
828
5%
20:18
5.1
$15.76
2+
112
1%
24:18
5.5
$18.37
Total
%
15,837 100%
Avg. Cost
Citi Bike Trips that Start & End in Midtown Core on a Typical Fall Day 2015, 8 a.m. - 6 p.m. Length (miles)
Total
Trips
1,673
%
Avg. Time (m/s)
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..
1,395 miles every hour—more than the driving distance between New York City and Miami.
For all trips that both begin and end in the TLC Yellow Cabs Midtown Citi Bike Core, Citi Bikes are at least 2 mph faster and $6 cheaper 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.
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
21
Manhattan CBD & Midtown Travel Speeds While Manhattan south of 60th Street is often referred to as the Central Business District (CBD), the Midtown Core has the greatest concentration of economic activity. (See map on page 20.) Looking at taxi GPS data as a proxy for travel speeds, the concentration and its effect on travel speeds becomes clear.
• Annual average travel speeds in Manhattan south of 60th Street fell by 12% (1.14 mph) from 2010 to 2015, while speeds in the Midtown Core fell by 20% (1.31 mph) during the same period.
• 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 speeds of yellow cabs in the Midtown Core were 37% (over 3 mph) slower than those in Manhattan south of 60th Street.
• Annual taxi trips in Manhattan south of 60th Street fell by 8.9 million between 2010 and 2015, including a drop of 6.6 million rides in 2015 alone.
In 2015, average travel speeds in the Midtown Core were 37% (over 3 mph) slower than those in the rest of Manhattan 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
6.52 mph
6.26 mph
6.65 mph
6.06 mph
5.78 mph
5.21 mph
7.00 mph
6.00 mph
Annual Taxi Trips Citywide Manhattan CBD south of 60th St. Midtown Core
22 22
2010 172.2 million 27.2 million 6.2 million
2011
2012
2013
2014
2015
171.5 million 28.7 million 6.0 million
170.5 million 27.5 million
168.8 million 26.3 million
161.1 million 24.9 million
142.7 million 18.3 million
5.5 million
5.6 million
5.1 million
4.4 million
2016
Sept.
July
May
Mar.
Jan.
Nov.
Sept.
July
May
Mar.
Jan.
Nov.
Sept.
July
May
Mar.
Jan.
Nov.
Sept.
July
May
Mar.
Jan.
Nov.
Sept.
July
May
Mar.
Jan.
Nov.
Sept.
July
May
Mar.
Jan.
Nov.
July
May
Mar.
Jan.
4.00 mph
Sept.
5.00 mph Speeds overlaying bar chart refer to annual averages for Manhattan CBD and Midtown Core.
NYCDOT will continue posting regular updates of this travel speed chart at http://www.nyc.gov/html/ 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
Appendices 14 21
Manhattan Traffic S Project Indicators
26
Traffic & Transit Trends
28
Related Reports
30
Methodology
32
List of Abbreviations / Credits
Appendix
24
Intervale Ave. at Dawson St., Bronx
44
Traffic and Transit Trends
46
Methodology for Crash Data
25
Appendix: Traffic and Transit Trends 26 26
CITYWIDE TRENDS (All data in thousands)
(All data in(All thousands) data in thousands) TRAVEL OUTSIDE THE CBD
(All data in thousands)
Daily Ferry Daily transit Cyclists Citywide Transit vehicles riders to/ riders into crossing into Year Ridership TRAVEL INTO THE CBD traffic** from CBD into CBD * CBD CBD ** * *** (All data in thousands) (All data in thousands) 1990 7,336 3,564 5,206 1990 87 745 2,174 1.6 TRAVEL INTO THE CBD CITYWIDE TRENDS Daily Ferry84 Daily transit Cyclists 1991 7,375 3,373 5,047 1991 759 2,154 1.8 NYC NYC Transit (All data in thousands) (All data in thousands) Citywide vehicles riders to/ riders into crossing into Year Year population employ1992 7,429 3,280 4,977 1992 2,127 CBD 2.2 into776 CBD * traffic** Ridership from81 CBD Daily CBD ** ment Ferry Daily transit Cyclists * *** NYC NYC 1993 7,506 3,289 4,066 Transit 5,086 1993 81 760 2,157 2.3 Citywide vehicles riders riders into crossing Year Year 1990 population 7,336 employ3,564 5,206 1990 87to/ 745 2,174 1.6 into Ridership 1994 7,570 3,320 4,089 5,236 CBD * traffic** 1994 2,206 CBD2.4 from82 CBD into754 CBD ** 1991 * 7,375 ment 3,373 ***5,047 1991 84 759 2,154 1.8 1995 7,633 3,337 4,137 5,259 1995 82 772 2,210 3.3 1990 7,336 3,564 5,206 1990 87 745 2,174 1.6 1992 7,429 3,280 4,977 1992 81 776 2,127 2.2 1996 7,698 3,367 4,192 5,187 1996 84 787 2,237 3.7 1991 7,375 3,373 5,047 1991 84 759 2,154 1.8 1993 7,506 3,289 4,066 5,086 1993 81 760 2,157 2.3 1997 7,773 3,440 4,292 5,424 1997 84 817 2,249 3.5 1992 7,429 3,280 4,977 1992 81 776 2,127 2.2 1994 7,570 3,320 4,089 5,236 1994 82 754 2,206 2.4 1998 7,858 3,527 4,408 5,893 1998 85 842 2,294 2.8 1993 7,506 3,289 4,066 5,086 1993 81 760 2,157 2.3 1995 7,633 3,337 4,137 5,259 1995 82 772 2,210 3.3 1999 7,948 3,619 4,503 6,335 1999 103 842 2,431 2.9 1994 7,570 3,320 4,089 5,236 1994 82 754 2,206 2.4 1996 7,698 3,367 4,192 5,187 1996 84 787 2,237 3.7 2000 8,018 3,718 4,535 6,737 2000 85 835 2,517 2.0 1995 7,633 3,337 4,137 5,259 1995 82 772 2,210 3.3 1997 7,773 3,440 4,292 5,424 1997 84 817 2,249 3.5 2001 8,071 3,689 4,430 6,921 2001 n/a 700 2,390 2.5 1996 7,698 3,367 4,192 5,187 1996 84 787 2,237 3.7 1998 7,858 3,527 4,408 5,893 1998 85 842 2,294 2.8 2002 8,094 3,581 4,502 6,979 2002 129 797 2,441 3.2 1997 7,773 3,440 4,292 5,424 1997 84 817 2,249 3.5 1999 7,948 3,619 4,503 6,335 1999 103 842 2,431 2.9 2003 8,144 3,531 4,566 6,801 2003 119 832 2,392 4.4 1998 7,858 3,527 4,408 5,893 1998 85 842 2,294 2.8 2000 8,018 3,718 4,535 6,737 2000 85 835 2,517 2.0 2004 8,184 3,549 4,589 6,919 2004 102 825 2,454 4.4 1999 7,948 3,619 4,503 6,335 1999 103 842 2,431 2.9 2001 8,071 3,689 4,430 6,921 2001 n/a 700 2,390 2.5 2005 8,214 3,602 4,541 7,069 2005 100 810 2,472 4.8 2000 8,018 3,718 4,535 6,737 2000 85 835 2,517 2.0 2002 8,094 3,581 4,502 6,979 2002 129 797 2,441 3.2 2006 8,251 3,666 4,523 7,205 2006 97 806 2,566 6.6 2001 8,071 3,689 4,430 6,921 2001 n/a 700 2,390 2.5 2003 8,144 3,531 4,566 6,801 2003 119 832 2,392 4.4 2007 8,275 3,745 4,505 7,401 2007 101 795 2,683 6.5 2002 8,094 3,581 4,502 6,979 2002 129 797 2,441 3.2 2004 8,184 3,549 4,589 6,919 2004 102 825 2,454 4.4 2008 8,364 3,790 4,407 7,638 2008 105 759 2,743 8.5 2003 8,144 3,531 4,566 6,801 2003 119 832 2,392 4.4 2005 8,214 3,602 4,541 7,069 2005 100 810 2,472 4.8 2009 8,392 3,687 4,428 7,446 2009 105 770 2,586 10.9 2004 8,184 3,549 4,589 6,919 2004 102 825 2,454 4.4 2006 8,251 3,666 4,523 7,205 2006 97 806 2,566 6.6 2010 8,175 3,711 4,468 7,419 2010 110 776 2,662 11.7 2005 8,214 3,602 4,541 7,069 2005 100 810 2,472 4.8 2007 8,275 3,745 4,505 7,401 2007 101 795 2,683 6.5 2011 8,245 3,798 4,376 7,450 2011 102 764 2,662 13.2 2006 8,251 3,666 4,523 7,205 2006 97 806 2,566 6.6 2008 8,364 3,790 4,407 7,638 2008 105 759 2,743 8.5 2012 8,344 3,885 4,385 7,628 2012 106 751 2,762 13.3 2007 8,275 3,745 4,505 7,401 2007 101 795 2,683 6.5 2009 8,392 3,687 4,428 7,446 2009 105 770 2,586 10.9 2013 8,405 3,981 4,416 7,726 2013 98 747 2,826 14.7 2008 8,364 3,790 4,407 7,638 2008 105 759 2,743 8.5 2010 8,175 3,711 4,468 7,419 2010 110 776 2,662 11.7 2014 8,491 4,102 4,371 7,812 2014 88 731 2,852 15.1 2009 8,392 3,687 4,428 7,446 2009 105 770 2,586 10.9 2011 8,245 3,798 4,376 7,450 2011 102 764 2,662 13.2 2015 8,550 4,225 4,406 7,810 109 731 2,983 2015 15.4 2010 8,175 3,711 4,468 7,419 2010 110 776 2,662 11.7 2012 8,344 3,885 4,385 7,628 2012 106 751 2,762 13.3 2011 4,376 7,450 2011 102 764 13.2 * Populations for 8,245 interim years 3,798 between (1990, 2013 8,405 3,981 the decennial 4,416 census 7,726 2013 98 747figures and2,662 2,826 14.7 SSI and * Any discrepencies between these those in previous 2000, 2010) are estimates, may trend 4,385 higher 2012 8,344 3,885 7,628 2012 106 NYMTC reports are751 due to revised2,762 methods of 13.3 performing 2014 8,491 which 4,102 4,371than populations 7,812 2014Hub Bound 88 731 2,852 15.1 ultimately reported by the decennial census. 4,416 vehicle class counts. 2013 8,405 3,981 7,726 2013 98 747 2,826 14.7 2015 8,550 4,225 4,406 7,810 109 731 2,983 2015 15.4 ** Sum of all daily8,491 weekday traffic volumes at4,371 Borough and7,812 City 2014 4,102 ** Cyclists and leaving Manhattan at the East River15.1 bridges 2014 entering 88 731 2,852 boundaries. weekdays a.m. to 7 p.m.731 Count is on a 2,983 single mid-summer 8,550 4,225 4,406 7,810 2015 2015 from 7109 15.4
NYC
NYC
Year population CITYWIDE TRENDSemployment
*** Sum of average daily boardings on NYCT subways (excluding students and seniors using return trip coupons) and buses, MTA Bus local routes, and privately operated local buses.
DAILY VEHICLE TRAFFIC INTO THE CBD, BY SECTOR OF ENTRY * (All data in thousands)
New 60th Year VEHICLE TRAFFIC INTO Queens Brooklyn DAILY THE CBD, Jersey Street BY SECTOR OF ENTRY * (All data in thousands) 1990 VEHICLE 101 TRAFFIC 350 INTO104 DAILY THE CBD,191 New 60th 1991 98 357 104 200 BY SECTOR OF ENTRY * (All data in thousands) Year Queens Brooklyn Jersey Street 1992 101 382 108 185 New 60th 1993 102 370 107 182 Year Queens 1990 101 350 104 191 Brooklyn Jersey Street 1994 104 358 107 185 1991 98 357 104 200 1995 104 361 117 189 1990 101 350 104 191 1992 101 382 108 185 1996 106 378 120 183 1991 98 357 104 200 1993 102 370 107 182 1997 107 380 132 197 1992 101 382 108 185 1994 104 358 107 185 1998 109 388 139 207 1993 102 370 107 182 1995 104 361 117 189 1999 112 393 135 203 1994 104 358 107 185 1996 106 378 120 183 2000 112 390 132 201 1995 104 361 117 189 1997 107 380 132 197 2001 67 371 128 134 1996 106 378 120 183 1998 109 388 139 207 2002 104 380 134 179 1997 107 380 132 197 1999 112 393 135 203 2003 110 396 140 186 1998 109 388 139 207 2000 112 390 132 201 2004 110 385 134 196 1999 112 393 135 203 2001 67 371 128 134 2000 112 390 132 201 2005 108 379 134 188 2002 104 380 134 179 2001 67 371 128 134 2006 110 366 142 187 2003 110 396 140 186 2002 104 380 134 179 2007 110 356 137 192 2004 110 385 134 196 2003 110 396 140 186 2008 103 341 133 182 2005 108 379 134 188 2004 110 385 134 196 2009 104 346 138 182 2006 110 366 142 187 2005 108 379 134 188 2010 105 351 134 186 2007 110 356 137 192 2006 110 366 142 187 2011 100 349 138 177 2008 103 341 133 182 2007 110 356 137 192 2012 100 334 139 179 2009 104 346 138 182 2008 103 341 133 182 2013 98 332 132 2010 105 351 134 186 2009 104 346 138 182 2014 96 326 131 178 2011 100 349 138 177 2010 105 351 134 186 2012 100 334 139 179 2015 97 320 137 177 2011 100 349 138 177 2013 98 332 132 186 2012 100 334 139 179 2014 96 326 131 178 2013 98 332 132 186 2015 97 320 137 177 2014 96 326 131 178 * Any discrepencies between these figures and those in previous SSI and 2015 320to revised 137 177 NYMTC Hub Bound97 reports are due methods of performing vehicle class counts.
weekday from 7am to 7pm from 1990-2006. The value for 2007 is the average of 3 counts taken in May, Aug. & Sept. The value for 2008-2011 and 2013 isTRANSIT the average ofRIDERS 10 counts taken between and Oct. The DAILY INTO THE April CBD, value 2012 is the OF average of 10 counts takenin between May and Oct. (All data thousands) BYfor SECTOR ENTRY From Jan. 2014 onward, data was primarily automated and is an average of each month excluding and days with precipitation. New holidays 60th
DAILY TRANSIT INTO Queens THE CBD,Brooklyn Jersey RIDERS Street BY SECTOR OF ENTRY (All data in thousands) 264 RIDERS 754INTO THE 521CBD, 598 1990 TRANSIT DAILY New 60th 257 764 522 1991 BY SECTOR OF ENTRY (All data in thousands)579 Queens 1992 1993 1990 1994 1991 1995 1990 1992 1996 1991 1993 1997 1992 1994 1998 1993 1995 1999 1994 1996 2000 1995 1997 2001 1996 1998 2002 1997 1999 2003 1998 2000 2004 1999 2001 2000 2005 2002 2001 2006 2003 2002 2007 2004 2003 2008 2005 2004 2009 2006 2005 2010 2007 2006 2011 2008 2007 2012 2009 2008 2013 2010 2009 2014 2011 2010 2015 2012 2011 2013 2012 2014 2013 2015 2014 2015
Jersey 250 New254 264 Jersey 272 257 269 264 250 283 257 254 299 250 272 292 254 269 312 272 283 332 269 299 325 283 292 335 299 312 333 292 332 350 312 325 332 356 335 325 372 333 335 390 350 333 388 356 350 385 372 356 405 390 372 401 388 390 400 385 388 409 405 385 412 401 405 451 400 401 409 400 412 409 451 412 451
Street 747 60th 755 754 Street 790 764 800 754 747 799 764 755 785 747 790 795 755 800 866 790 799 877 800 785 843 799 795 869 785 866 857 795 877 864 866 843 877 876 869 843 911 857 869 926 864 857 977 876 864 889 911 876 902 926 911 906 977 926 944 889 977 968 902 889 978 906 902 996 944 906 968 944 978 968 996 978 996
DAILY VEHICLE DAILYTRAFFIC VEHICLEOUTSIDE TRAFFICTHE OUTSIDE CBD, TWO-WAY THE CBD, TWO-WAY VEHICLE VOLUMES VEHICLE VOLUMES AT BOROUGH AT BOROUGH OR CITY BOUNDARIES OR CITY BOUNDARIES DAILY TRAFFIC OUTSIDE THE CBD, TWO-WAY (All data in thousands) (All dataVEHICLE in thousands) VEHICLE VOLUMES AT BOROUGH OR CITY BOUNDARIES DAILY VEHICLE TRAFFIC OUTSIDE THE CBD, TWO-WAY George George (All data in thousands) WestchesterWestchesterQueens- QueensStaten Staten VEHICLE BOROUGH OR CITY BOUNDARIES Washington Year VOLUMES Year ATWashington
TRAVELTRAVEL OUTSIDE OUTSIDE THE CBD THE CBD
TRAVEL INTO THE CBD
503 515 521 Queens 521 522 525 521 503 525 522 515 534 503 521 552 515 525 571 521 525 596 525 534 553 525 552 559 534 571 526 552 596 535 571 553 596 553 559 553 557 526 559 597 535 526 596 553 535 565 557 553 580 597 557 583 596 597 601 565 596 616 580 565 613 583 580 645 601 583 616 601 613 616 645 613 645
Brooklyn 594 601 598 Brooklyn 593 579 587 598 594 601 579 601 601 594 593 624 601 587 645 593 601 682 587 601 668 601 624 645 601 645 647 624 682 674 645 668 682 656 645 668 695 647 645 738 674 647 746 656 674 711 695 656 738 738 695 737 746 738 778 711 746 799 738 711 820 737 738 855 778 737 799 778 820 799 855 820 855
data in thousands) TRAVEL(All OUTSIDE THE CBD traffic Daily busDaily bus Daily vehicle vehicle Daily traffic vehicle Daily Daily traffic vehicle * traffic * Year Year (All data in thousands) ridership ridership ** bus ** outside the outside CBD the * CBD * Daily Daily vehicle vehicle traffic traffic Daily * Year ridership ** 1990 1990 1990 1990 outside the CBD * Daily bus Daily vehicle vehicle traffic traffic * Daily Year 1990 1990 1991 1991 ridership ** outside the CBD * 1990 1990 1990 1990 1992 1992 1990 1991 1990 1990 1990 1990 3,305 3,305 1993 1993 1990 1992 1990 1991 1990 1990 3,335 3,335 1994 1994 1990 3,305 1993 1990 1992 1990 1990 3,366 3,366 1995 1995 1990 3,305 3,335 1994 1990 1993 1996 1996 3,410 3,410 1996 1996 1990 3,366 1995 1990 3,335 1994 1997 1997 3,478 3,478 1997 1997 1996 3,366 3,410 1996 1990 1995 1998 1998 3,566 3,566 1,749 1,749 1998 1998 1997 3,478 1997 1996 3,410 1996 1999 1999 3,660 3,660 1,883 1,883 1999 1999 1998 3,478 3,566 1,749 1998 1997 1997 2000 2000 3,704 3,704 1,983 1,983 2000 2000 1999 3,660 1,883 1999 3,566 1998 1,749 1998 2001 2001 3,734 3,734 2,080 2,080 2001 2001 2000 3,704 1,983 2000 1999 3,660 1,883 1999 2002 2002 3,710 3,710 2,131 2,131 2002 2002 2001 3,734 2,080 2001 3,704 2000 1,983 2000 2003 2003 3,749 3,749 2,062 2,062 2003 2003 2002 3,710 2,131 2002 2001 3,734 2,080 2001 2004 2004 3,767 3,767 2,077 2,077 2004 2004 2003 3,749 2,062 2003 3,710 2002 2,131 2002 2005 2005 3,736 3,736 2,115 2,115 2005 2005 2004 3,767 2,077 2004 2003 3,749 2,062 2003 2006 2006 3,722 3,722 2,160 2,160 2006 2006 2005 3,736 2,115 2004 2005 3,767 2,077 2004 2007 2007 3,714 3,714 2,192 2,192 2007 2007 2006 3,722 2,160 2005 2006 3,736 2,115 2005 2008 2008 3,651 3,651 2,240 2,240 2008 2008 2007 2006 3,714 2,192 2007 3,722 2,160 2006 2009 2009 3,657 3,657 2,190 2,190 2009 2009 2008 2007 3,651 2,240 2008 3,714 2,192 2007 2010 2010 3,690 3,690 2,154 2,154 2010 2010 2009 2008 3,657 2,190 2009 3,651 2,240 2008 2011 2011 3,611 3,611 2,097 2,097 2011 2011 2010 2009 3,690 2,154 2010 3,657 2,190 2009 2012 2012 3,634 3,634 2,123 2,123 2012 2012 2011 3,690 2010 3,611 2,097 2011 2,154 2010 2013 2013 2,138 2,138 2013 2013 3,669 3,669 2012 2011 3,634 2,123 2012 3,611 2,097 2011 2014 2014 2,119 2,119 2014 2014 3,640 2013 3,640 2012 2,138 2013 3,669 3,634 2,123 2012 2014 3,674 2,090 2,090 2015 2015 3,674 2013 2,119 2014 3,640 2,138 2013 3,669 2014 * Sum of3,640 all daily traffic volumes at borough city boundaries, 3,674 2,119 and 2,090 2015 2014
(All data in thousands) Bridge
1990 Year 1991 1992 1990 1993 1991 1994 1992 1995 1993 1996 1994 1997 1995 1998 1996 1999 1997 2000 1998 2001 1999 2002 2000 2003 2001 2004 2002 2005 2003 2006 2004 2007 2005 2008 2006 2009 2007 2010 2008 2011 2009 2012 2010 2013 2011 2014 2012 2015 2013 2014 2015
excluding volumes at points entering the Manhattan CBD. 3,674 2,090 2015 ** Sum of all average daily boardings on local bus routes operated by NYCT, MTA Bus, and private operators. During years for which complete data are only available for NYCT local routes (2002-2005), private and MTA Bus local route data are estimates. DAILY VEHICLE VEHICLEOUTSIDE TRAFFICTHE OUTSIDE CBD, TWO-WAY THE CBD, TWO-WAY DAILYTRAFFIC VEHICLE VOLUMES VEHICLE VOLUMES AT BOROUGH AT BOROUGH OR CITY BOUNDARIES OR CITY BOUNDARIES DAILY VEHICLE TRAFFIC OUTSIDE THE CBD, TWO-WAY (All data in thousands) (All data in thousands) VEHICLE VOLUMES AT BOROUGH OR CITY BOUNDARIES DAILY VEHICLE TRAFFIC OUTSIDE THE CBD, TWO-WAY Verrazano (AllNassaudata in thousands) The BronxThe BronxNassauThe BronxThe Bronx- Verrazano VEHICLE OR CITY BOUNDARIES Narrows Narrows Year AT BOROUGH Year VOLUMES Manhattan Manhattan Queens Queens NassauQueens * Queens * Verrazano (All data in thousands) Bridge Bridge The Bronx- The Bronx-
1990 Year 1991 1992 1990 1993 1991 1994 1992 1995 1993 1996 1994 1997 1995 1998 1996 1999 1997 2000 1998 2001 1999 2002 2000 2003 2001 2004 2002 2005 2003 2006 2004 2007 2005 2008 2006 2009 2007 2010 2008 2011 2009 2012 2010 2013 2011 2014 2012 2015 2013 2014 2015
Narrows Year Verrazano Manhattan Queens * Bridge The Bronx540 540 Nassau- Queens The Bronx1990 Narrows Queens Manhattan 540 Queens * Bridge 1991 1990 537 537 272 272 183 183 1992 1991 540 892 892 542 542 266 266 178 178 1993 537 272 183 1992 897 897 526 526 274 274 181 181 1994 892 542 266 178 1993 537 272 183 893 893 522 522 277 277 185 185 1995 897 526 274 181 1994 892 542 266 178 896 896 531 531 273 273 185 185 1996 893 522 277 185 1995 897 526 274 181 907 907 547 547 272 272 183 183 1997 896 531 273 185 1996 893 522 277 185 920 920 560 560 286 286 195 195 1998 907 547 272 183 1997 896 531 273 185 947 947 563 563 291 291 195 195 1999 920 560 286 195 1998 907 547 272 183 940 940 579 579 295 295 203 203 2000 947 563 291 195 1999 920 560 286 195 947 947 569 569 294 294 219 219 2001 940 579 295 203 2000 947 563 291 195 944 944 552 552 300 300 212 212 2002 947 569 294 219 2001 940 579 295 203 969 969 550 550 299 299 206 206 2003 944 552 300 212 2002 947 569 294 219 966 966 552 552 312 312 206 206 2004 969 550 299 206 2003 944 552 300 212 959 959 561 561 297 297 194 194 2005 966 552 312 206 2004 969 550 299 206 935 935 557 557 309 309 207 207 2006 959 561 297 194 2005 966 552 312 206 952 952 558 558 304 304 201 201 2007 935 557 309 207 2006 959 561 297 194 952 952 539 539 309 309 204 204 2008 952 558 304 201 2007 935 557 309 207 956 956 544 544 299 299 202 202 2009 952 539 309 204 2008 952 558 304 201 964 964 550 550 298 298 204 204 2010 956 544 299 202 2009 952 539 309 204 958 958 545 545 289 289 195 195 2011 964 550 298 204 2010 956 544 299 202 964 964 547 547 293 293 193 193 2012 958 545 289 195 2011 964 550 298 204 970 970 558 558 294 294 192 192 2013 964 547 293 193 2012 958 545 289 195 963 963 538 538 299 299 187 187 2014 970 558 294 192 2013 964 547 293 193 2015 960 960 531 531 311 311 198 198 2014 963 538 299 187 2014 970 558 294 192 2015 960 531 311 198 963 538 299 187 960 531 311 198 2014
* Sum of two-way daily traffic on the Throgs Neck, Bronx-Whitestone, and Triboro Bridge (Bronx toll plaza only)
The Bronx The Island-NJ Bronx Brooklyn Brooklyn Island-NJ George Bridge Westchester- Staten QueensIsland-NJ Brooklyn
Washington The Bronx Year George 1990 273 Bridge 273 Westchester- Staten Washington 1991 The Bronx Island-NJ 1990 273 Bridge 1992 268 268 145 1991 273 1993 261 261 506 506 141 1992 268 1994 260 260 516 516 144 1993 261 506 268 145 1995 266 266 532 532 144 1994 260 516 261 506 141 1996 275 275 548 548 147 1995 266 532 260 516 144 1997 282 282 555 555 152 1996 275 548 266 532 144 1998 297 297 566 566 157 1997 282 555 275 548 147 1999 318 318 584 584 167 1998 297 566 282 555 152 2000 318 318 591 591 165 1999 318 584 297 566 157 2001 309 309 607 607 177 2000 318 591 318 584 167 2002 311 311 620 620 179 2001 309 607 318 591 165 2003 319 319 620 620 175 2002 311 620 309 607 177 2004 315 315 627 627 174 2003 319 620 311 620 179 2005 304 304 633 633 172 2004 315 627 319 620 175 2006 312 312 625 625 176 2005 304 633 315 627 174 2007 291 291 636 636 170 2006 312 625 304 633 172 2008 293 293 599 599 166 2007 291 636 312 625 176 2009 290 290 609 609 166 2008 293 599 291 636 170 2010 292 292 617 617 168 2009 290 609 293 599 166 2011 280 280 602 602 170 2010 292 617 290 609 166 2012 277 277 605 605 164 2011 280 602 292 617 168 2013 278 278 610 610 158 2012 277 605 280 602 170 2014 281 281 620 620 156 2013 278 610 277 605 164 2015 295 295 622 622 163 2014 281 620 278 610 158 2015 295 622 281 620 156 295 622 163
QueensBrooklyn 145 141 519 145 144 537 141 144 547 144 519 147 554 144 537 152 580 147 547 157 587 152 554 167 595 157 580 165 614 167 587 177 612 165 595 179 592 177 614 175 612 179 612 174 615 175 592 172 615 174 612 176 601 172 615 170 601 176 615 166 590 170 601 166 592 166 601 168 597 166 590 170 574 168 592 164 592 170 597 158 608 164 574 156 596 158 592 163 595 156 608 163 596 595
519 537 519 547 537 554 547 580 554 587 580 595 587 614 595 612 614 592 612 612 592 615 612 615 615 601 615 601 601 590 601 592 590 597 592 574 597 592 574 608 592 596 608 595 596 595
* Average daily boardings on NYCT, MTA Bus, and private local bus routes. ** Includes data only from routes that operate exclusively north of 60th Street in Manhattan.
** DAILY Subset ofBUS Manhattan Local routes which operate aboveCBD, 60 St only CBD, DAILY RIDERSHIP BUS RIDERSHIP OUTSIDE OUTSIDE THE THE (M18, M60, M66, M72, M79, M86, M96, M100, M106, M116) (All data in thousands) BY BOROUGH BY BOROUGH * (All data *in thousands)
2014 2014
DAILY BUS RIDERSHIP OUTSIDE THE CBD, (All data in thousands) BY BOROUGH DAILY BUS RIDERSHIP THE CBD,Staten Staten Upper Upper The *OUTSIDE The Year Year * (All data in thousands) Queens Queens Brooklyn Brooklyn BY BOROUGH Manhattan** Manhattan** Island Island Bronx Bronx Upper 1990 1990 Year 1991 1991 1992 1992 1990 1990 1993 1993 1991 1991 1994 1994 1992 1992 1995 1995 1993 1993 1996 1996 1994 1994 1997 1997 1995 1995 1998 1998 1996 1996 1999 1999 1997 1997 2000 2000 1998 1998 2001 2001 1999 1999 2002 2002 2000 2000 2003 2003 2001 2001 2004 2004 2002 2002 2005 2005 2003 2003 2006 2006 2004 2004 2007 2007 2005 2005 2008 2008 2006 2006 2009 2009 2007 2007 2010 2010 2008 2008 2011 2011 2009 2009 2012 2012 2010 2010 2013 2013 2011 2011 2014 2014 2012 2012 2015 2013 2013 2014 2014 2015
Staten The Year Queens Brooklyn 1990 Bronx 1990 Manhattan** Upper Staten Island The Queens Brooklyn 1991 1991 Manhattan** Island Bronx 1990 1990 1992 1992 1991 1991 1993 1993 1992 1992 1994 1994 1993 1993 1995 1995 1994 1994 1996 1996 1995 1995 1997 1997 1996 1996 1998 1998 96 96 453 453 515 515 602 602 83 83 1997 1997 1999 1999 109 109 483 483 556 556 648 648 89 89 1998 1998 96 453 515 602 83 2000 2000 116 116 505 505 589 589 680 680 93 93 1999 1999 109 483 556 648 89 96 453 515 602 83 2001 2001 122 122 528 528 614 614 721 721 96 96 2000 2000 116 505 589 680 93 109 483 556 648 89 2002 2002 128 128 535 535 623 623 749 749 96 96 2001 2001 122 528 614 721 96 116 505 589 680 93 2003 2003 126 126 515 515 599 599 728 728 93 93 2002 2002 128 535 623 749 96 122 528 614 721 96 2004 2004 131 131 523 523 593 593 737 737 93 93 2003 2003 126 515 599 728 93 128 535 623 749 96 2005 2005 132 132 529 529 620 620 741 741 94 94 2004 2004 131 523 593 737 93 126 515 599 728 93 2006 2006 130 130 543 543 647 647 744 744 96 96 2005 2005 132 529 620 741 94 131 523 593 737 93 2007 2007 130 130 545 545 685 685 736 736 97 97 2006 2006 130 543 647 744 96 132 529 620 741 94 2008 2008 129 129 551 551 729 729 733 733 97 97 2007 2007 130 545 685 736 97 130 543 647 744 96 2009 2009 127 127 539 539 726 726 703 703 94 94 2008 2008 129 551 729 733 97 130 545 685 736 97 2010 2010 126 126 538 538 728 728 669 669 94 94 2009 2009 127 539 726 703 94 129 551 729 733 97 2011 2011 122 122 520 520 724 724 640 640 92 92 2010 2010 126 538 728 669 94 127 539 726 703 94 2012 2012 123 123 529 529 737 737 642 642 91 91 2011 2011 122 520 724 640 92 126 538 728 669 94 2013 2013 124 124 543 543 742 742 634 634 94 94 2012 2012 123 529 737 642 91 122 520 724 640 92 2014 2014 119 119 548 548 735 735 621 621 95 95 2013 2013 124 543 742 634 94 123 529 737 642 91 2015 117 117 l539 l539 728 728 l610 l610 96 96 2014 2014 119 548 735 621 95 124 543 742 634 94 2015 117 l539 728 l610 96 119 548 735 621 95 117 l539 728 l610 96 27 27
Appendix: Related Reports 28 28
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
Title
Strategic Plan 2016: Safe · Green · Smart · Equitable
New York City is bigger and more bustling than ever and the strains on our transportation system are evident to all who live, work, and visit here: 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 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, underperforming 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.
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
Manhattan River Crossings
Summary This report, published annually by DOT since 1972, presents vehicular volumes, classification, and trends for all bridge and tunnel facilities serving Manhattan.
New York City Bridge Traffic Volumes
Since 1948, DOT has monitored traffic flows on 47 bridges 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 Screenline Traffic Flow Report
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.
Urban Freight Initiatives
This report outlines initiatives aimed towards advancing policies 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 Lanes in New York City
This report contains an analysis of how protected bicycle lanes installed by DOT in Manhattan since 2007 have impacted safety, mobility, and economic vitality.
High Pedestrian Crash Locations: Pedestrian Safety Improvements at the Top 20 Intersections
This report, in response to Local Law 11 of 2008, 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. 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.
Summary
The Economic Benefits of Sustainable Streets
New York City has been a leader in transforming the city’s streets into more efficient and welcoming spaces for all users. This report introduces a robust 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 Borough Plans
Vision Zero seeks to eliminate all deaths from traffic crashes regardless of 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 Report
The Mayor’s Management Report (MMR), which is mandated by the City 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.
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Appendix: Methodology
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 threeyear 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 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.
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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.
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Appendix: List of Abbreviations / Credits 32
List of Abbreviations •
• • • • • • • •
CBD CTI DOT GPS MTA NYCT NYMTC TLC SBS
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. City Traffic Index New York City Department of Transportation (NYCDOT) Global Positioning System Metropolitan Transportation Authority New York City Transit, an agency within MTA New York Metropolitan Transportation Counsel New York City Taxi and Limousine Commission 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. Printed on Recycled Paper New York City Department of Transportation
This page: Jackson and Westchester Aves.,33 Bronx 33 Back Cover: Clinton St. at Madison St., Manhattan
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