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BREAKOUT SESSION #5: Safe Streets for All: Accessibility,

Design, and Enforcement

Kate Slevin of Tri-State Transportation Campaign kicked off the session bynoting the improvements made for pedestrians in the last four years,including longer walk times at crosswalks, raised crossings, and public

plazas. In addition, the passage of the Complete Streets Act now mandates

that DOT projects take into consideration the needs of pedestrians, cyclists,

drivers, and the disabled.

Juan Martinez of Transportation Alternatives said that more people arekilled on streets than from gun violence, despite the media silence on the

issue. The DOT seeks to reduce fatalities by 50% by 2030, but in a Citywhere 70% of fatalities are caused by drivers illegal activity, DOT cannot do

it alone. Indeed, Harbachan Singh of Queens Civic Congress urged better

education for pedestrians, bikers, and drivers alike.

Ryan Russo of NYC DOT shared statistics with the group, including the factthat over 700 pedestrians per year were killed on City streets in the 1930s

and the number is down to around 150 per year over the last decade. The

ongoing fatalities occur mainly on large, two-way boulevards, whichaccount for just 12% of the Citys streets, but see 47% of the fatalities.

Moreover, seniors are disproportionately represented among the victims

38% of fatalities despite being only 12% of the Citys population.

DOT has expanded its Safe Routes to Schools campaign and expanded thenumber of red light cameras on City streets (thanks to legislation passed in

Albany). However, the Department continues to encounter obstacles,

including budget shortfalls and community opposition to changing the

streetscape. Nevertheless, Russo urged community members to work with

Community Boards to install speed bumps on dangerous roads and

Martinez called on people to support expanded speed cameras.

Ken Stewart of the Metropolitan Council for Low Vision Individualsdescribed his walk to the conference and how the obstacles he faced could

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be easily solved with low cost solutions such as: detectable warning strips

to signal an approach to an intersection and the installation of more

accessible traffic signals (including audible signals).

Stewart also criticized the high cost of Access-a-Ride, saying that seniorsoften take it because they feel unsafe walking.

All of the panelists urged New Yorkers to get involved in their CommunityBoards and other civic organizations that organize to pressure elected

officials for improved transit and accessible streets.

When an audience member asked about the potential to license bicycles,Juan Martinez responded that it is more important to change behavior and

educate people about the rules of the road than it is to construct acomplicated licensing regime.

An audience member mentioned that she was creating a website(www.nyccaraccident.net) where bikers hit by cars could go to learn their

rights and report accidents.

Russo responded to concerns from audience members about Manhattan-centric improvements by stating that the DOT is focusing on high-densityneighborhoods for seniors first. He also told audience members that they

can request speed humps and other traffic calming devices for their

neighborhood via the DOT website.

TAKEAWAY: While traffic/pedestrian fatalities have plunged in recent years,

more can be done to ensure that the streets and sidewalks of the five boroughs

remain safe and accessible to all. Some plans require Albanys assistance, such as

the expansion of red light cameras or the introduction of speed cameras. Other

solutions, such as detectable warning strips need the curb or audible walk

signals, can be unilaterally executed by NYC DOT. Regardless of what solutions

are chosen, it is critical for all to be involved in Community Boards and civic

organizations that pressure elected officials and City agencies for reform.