New York City’s future mayor has a prime opportunity to enhance street safety and improve transit options by reviving numerous projects that were previously halted or modified under the Adams administration.
Many promising initiatives remain on the table, waiting to be implemented with minimal effort.
Jon Orcutt, the director of Advocacy at Bike New York and a former Department of Transportation planner, emphasized that many plans are readily available, just waiting to be rolled out by a new administration.
These initiatives focus on pragmatic improvements rather than large-scale policy changes, presenting a unique chance for the next mayor to score easy wins.
One of the most significant areas needing attention is the bus system, which has been largely overlooked by the current administration.
The Adams administration fell short of meeting the annual goals for new protected bus lanes, actively stalling projects that were near completion.
Among the top priorities is the proposal for a busway on 34th Street in Manhattan, which has been on hold despite local support.
This initiative, originating from the Bloomberg administration, mirrors the successful 14th Street busway created during de Blasio’s tenure and has received backing from community members.
Democratic nominee Zohran Mamdani highlighted in a recent video that accelerating bus transit is straightforward.
He pointed out that it doesn’t require Albany’s intervention, as all necessary tools are within the city’s control.
In addition to 34th Street, a busway on 42nd Street could replicate the successful model on 14th Street, although plans for this route remain unrealized.
Furthermore, the Bronx desperately needs dedicated busway corridors to improve reliable east-west transit links, as its subway system predominantly serves north-south routes.
Two busway projects that were already in motion are currently at a standstill: the Fordham Road busway, which was abandoned to appease business interests, and another planned for Tremont Avenue, which failed to launch as scheduled.
These initiatives represent attainable goals for any future mayor committed to enhancing public transportation for Bronx residents.
Additionally, existing busways could expand their operational hours, a change that had been implemented in downtown Jamaica, Flushing, Queens, and on 181st Street but was scaled back under Adams.
The biking infrastructure also presents an area for improvement, with the current administration having made strides in installing protected bike lanes but falling short of broader safety and convenience upgrades.
Crucial projects like the Third Avenue road diet in Brooklyn’s Sunset Park have been stalled, despite persistent requests from locals and politicians alike, including Adams himself when he was borough president.
In Greenpoint, McGuinness Boulevard poses ongoing safety hazards as the completion of its redesign remains unfinished.
The next mayor should prioritize this project, fulfilling the needs expressed by the community, as both Mamdani and independent candidate Jim Walden have committed to addressing it.
Another critical area of concern is Ashland Place in Fort Greene, where the absence of a complete two-way protected bike lane is a result of political maneuvering that prioritized vehicular traffic over safe cycling infrastructure.
The next administration should aim to widen bike lanes along Manhattan’s avenues while exploring more effective protections against motor traffic.
Despite some initial efforts with plastic barriers and concrete installations, the city has yet to fully upgrade its designs to improve safety on bike lanes.
Meanwhile, existing protected bike lanes often disappear during road construction, compromising cyclist safety to benefit car traffic.
The current mayor’s commitment to installing 500 bike parking lockers citywide has stalled, despite being a crucial move to deter bike theft and encourage cycling.
Other peer cities, such as London, have successfully created thousands of secure bike storage facilities, presenting a model for New York to emulate.
Orcutt suggested that activating the procurement process could readily facilitate this initiative.
Furthermore, the next mayor should reconsider the current enforcement policies that target cyclists for minor infractions and the proposed speed cap on e-bikes.
Instead, allowing cyclists to proceed through red lights when safe, akin to the Idaho Stop rule, would promote safer and more efficient cycling.
The public realm, which became a focus during the pandemic, necessitates sustained support and funding from the new administration.
Programs like open streets and curbside dining initiatives have been diminished under Adams, emphasizing the need for a renewed commitment to enhancing public spaces.
Open streets serve as a stepping stone toward permanent street redesigns and pedestrianization efforts, including the proposed 34th Avenue project in Jackson Heights and segments of Broadway in Manhattan.
The Department of Transportation initiated preliminary plans to enhance the popular Vanderbilt Avenue open street and revamp Grand Army Plaza, yet progress has been slow.
Moreover, the prospective mayor should collaborate with the City Council to remove the winter ban on curbside dining, simplifying the process for local businesses and creating more outdoor spaces for patrons.
Taking inspiration from Hoboken, a citywide ban on parking near street corners, also known as daylighting, should be considered to improve pedestrian safety.
In summary, the next mayor has a remarkable opportunity to make significant progress in achieving safer streets and improved public transit by revisiting previously abandoned projects and implementing straightforward enhancements.
With the plans already in place, swift action can lead to visible improvements for New York City’s residents, making their daily commutes safer and more efficient.
image source from：nyc
