NYCs congestion pricing has ignited the conversation on the best ways to reduce car congestions and improve pedestrian safety and liability of our streets. NYC officials are trying in earnest to return the streets to the pedestrian by taking a decidedly anti-car approach. Aside from tax revenue, the idea is to dissuade cars from entering Manhattan, let nature take its course and the pedestrians will take back the city. An alternative approach would be to promote pro-pedestrian policies. Pro-pedestrian policies will prioritize pedestrian first infrastructure, such as creating pedestrian only zones, restructuring our bike infrastructure and broadening our sidewalks all in conjunction. A pro-pedestrian approach is the proverbial honey to the anti-car vinegar. With support across the political spectrum and windfall of funds being generated from congestion pricing, New York City has a unique opportunity to change our entire streetscape, it should not go to waste.
The most immediate example of a pro-pedestrian policy is to completely ban traffic in designated pedestrian zones. Extend the sidewalk from curb to curb and allow pedestrians free reign of these streets. This seems like a drastic measure but has already been enacted through Manhattan with great success. Major tourist centers like Time Square, Herald Square and major streets around 14th Street-Union Square have already greatly limited or have all together outlawed car traffic along the Avenues. Traffic has been completely diverted to adjacent avenues that are not designated as the major thoroughfare. Similarly, 25th Street between 2nd and 3rd Avenue has been entirely closed to all traffic, joining the once divided Baruch College campus into a cohesive environment. This approach has precedence elsewhere in the world. In 2021, Sao Paulo Brazil completely shut down the cities major artery during non-rush hour to car traffic and issued hundreds of vendor passes. A vibrant new neighborhood was created nearly instantaneously. Last but not least, the ROI is massive considering a pedestrian corridor can be created for virtually no upfront costs.
Mulberry Street in Little Italy offers another great opportunity to create a pedestrian only corridor. As is, traffic is almost entirely restricted during weekends and holidays. However, cars remain parked while tourists squeeze around the congested sidewalks. Deliveries servicing the famed restaurants are already restricted hourly. Eliminating the curb and creating a giant sidewalk would create a wide promenade for tourists and locals alike. Further this would allow city planners to install bollards and other traffic protections that are now unfortunately a necessity.
Promoting bike usage is another great pro-pedestrian initiative. With help from Citi Bike, E-bikes, proliferation of bike delivery and changing attitudes bike ridership has greatly increased in the last decade. NYC DDC and DOT has followed suit with miles of new bike lanes. However, the newly minted bike lanes are often too small, provide no protection at intersections and have become overrun with e-bikes delivery men. While there is momentum behind this initiative there are still major problems to solve to make NYC a truly great bike city. These issues have been exacerbated by the temporary dining sheds that proliferated during Covid. Outdoor dining and bike lanes are both pro-pedestrian initiatives that are now at ends in one another. A simple refocus can have them work in harmony.
Covid saw the proliferation of dining sheds on the streets and sidewalks of New York. New Yorkers have come to love eating alfresco like our Paris and Barcelona cousins. However, the dining sheds have created major safety and health concerns. The shelters were uninspected and built shoddily, entirely unprotected from erratic drivers, encroached on bike lanes, and caused major issues regarding trash collection, snow control, and rat infestation. New York city officials have done a great job passing new regulation to allow for safe and permitted enclosures. But so much more can be done to create a safe environment for both pedestrians, cyclists and diners
2nd Ave on the Upper East Side neighborhood of Manhattan offers a great example of the benefits and issues. This stretch of restaurants did not experience a single closure during Covid however the sheds overstayed their welcome. The covid-era configuration had the sheds in the parking lanes created a death shoot between the sidewalk and the dining sheds forcing pedestrians and waiters to play frogger.
The recent regulations are a start but need to focus on better integration into our streetscape. A major focal point of these regulations were to move the dining areas from parking spots to sidewalks. The Covid-era policy have proven the city can afford to scarify some parking spots and that poses a great opportunity. By eliminating the parking lane an additional 11’ can be added to the sidewalk, increased pedestrian flow while creating additional space for restaurants to occupy. Bikers would no longer have to be on lookout for crossing waiters or patrons and would be protected from traffic from existing protection utilized by DOT elsewhere. The figure below shows the improved sidewalk width. This is a pro-pedestrian policy that would have immediate benefit for negligible costs.
NYC officials have committed to returning the city streets to the pedestrians. Miles of bike lanes have been constructed and ADA crosswalks and traffic systems are now a priority on all projects. There is also public opinion and support to make the city more accessible and safer to walk and live in. While there has been major public push back to congestion pricing, Mayor Adams recently announced a $150M initiative to rebuild 5th Ave shopping district with a pedestrian focus and reduced traffic lanes by 75%. The plans have as relatively wide and warm welcome - proof that pro-pedestrian policies win over anti-car policies. This is a unique opportunity for NYC to become a first glass pedestrian and bike city. The key is to keep putting pedestrians first.
I’m all for protected bike lanes, Aaron. Why this isn’t yet a nationwide movement is still unfortunate. Thanks tor the read