Borough Of Manhattan Research Articles

Trends in police complaints and arrests on New York City subways, 2018 to 2023: an interrupted time-series analysis

BackgroundPublic transportation use is influenced by perceptions of safety. Concerns related to crime on New York City (NYC) transit have risen following NYC’s COVID-19 pandemic state of emergency declaration in 2020, leading to declines in subway ridership. In response, the most recent mayoral administration implemented a Subway Safety Plan in 2022. This study aimed to quantify the effects of the COVID-19 pandemic and the Subway Safety Plan on rates of complaints to and arrests by the New York City Police Department (NYPD) Transit Bureau.MethodsUsing publicly available data on complaints and arrests, we conducted interrupted time-series analyses using autoregressive integrated moving average models applied to monthly data for the period from September 2018 to August 2023. We estimated changes in the rates of complaints to and arrests by the NYPD Transit Bureau before and after: (1) the COVID-19 pandemic state of emergency declaration (i.e., March 2020), and (2) the announcement of the Subway Safety Plan (i.e., February 2022). We also examined trends by complaint and arrest type as well as changes in proportion of arrests by demographic and geographic groups.ResultsAfter the COVID-19 pandemic declaration, there was an 84% increase (i.e., an absolute increase of 6.07 per 1,000,000 riders, CI 1.42, 10.71) in complaints to the NYPD Transit Bureau, including a 99% increase (0.91 per 1,000,000 riders, CI 0.42, 1.41) in complaints for assault and a 125% increase in complaints for harassment (0.94 per 1,000,000 riders, CI 0.29, 1.60). Following the Subway Safety Plan there was an increase in the rate of arrests for harassment (0.004 per 1,000,000 riders, CI 0.001, 0.007), as well as decreases in the proportion of arrests for individuals racialized as White (− 0.02, CI − 0.04, − 0.01) and proportion of arrests in the borough of Manhattan (− 0.13, CI − 0.17, − 0.09).ConclusionsThe increased rates of complaints to the NYPD Transit Bureau following the onset of the COVID-19 pandemic remained elevated following the enactment of the Subway Safety Plan. Further evaluation efforts can help identify effective means of promoting safety on public transportation.

Undue Burden the Medical School Application Process Places on Low-Income Latinos

Undue Burden the Medical School Application Process Places on Low-Income Latinos

Abstract 110: Autoangiogenesis Secondary to Chronic Cocaine Use Mimicking Moya‐Moya

Introduction We present the case of a young male presenting with syncope who was found to have incidental hypodensities on computed tomography (CT) of his head, with magnetic resonance imaging (MRI) concerning for Moya‐Moya related occlusion of the right internal carotid artery, but with digital subtraction angiography (DSA) showing extensive autoangiogenesis and collateralization from all other intracranial vascular territories, without Moya‐Moya related changes. This presumably developed as reactive changes to severe chronic cocaine use. Methods We present a case from a tertiary care center in the borough of Manhattan, New York City, USA. All information is deidentified and exempt from IRB approval. Results A 36‐year‐old man with history significant for asthma, active smoker status, and active cocaine use, presented for loss of consciousness. The patient reported 3 days of upper respiratory symptoms and decreased oral intake with subsequent loss of consciousness immediately preceded by lightheadedness and nausea, and without any post‐event confusion, lacerations, or incontinence. Neurologic history is significant for right upper extremity weakness from 9/2022‐12/2022 that self‐resolved and was believed to be a peripheral nerve pathology. Admission exam without focal deficits. Admission CT of his head showed multifocal confluent hypodensities in the subcortical right frontal lobe. CT Angiogram of head and neck showed severe narrowing at right Internal Carotid Artery (ICA) terminus and right M1 segment with lenticulostriate arterial collateralization, severe bilateral A1 stenosis with distal Anterior Cerebral Artery (ACA) flow suggestive of chronic collateralization, and significant right Posterior Cerebral Artery (PCA) collateralization. Given concern for Moya‐Moya disease, MRI of the brain was obtained and despite no acute infarct, MRI was significant for multifocal white matter T2/FLAIR hyperintensities with the largest in the right frontal lobe. The patient subsequently underwent digital subtraction angiography (DSA) to assess collaterals and stratify for possible need for future encephaloduroarteriosynangiosis (EDAS). DSA showed significant auto‐angiogenesis between numerous vascular territories, including recruitment of right Posterior Cerebral Artery and External Carotid Artery branches to perfuse the territory of the severe right ICA terminus steno‐occlusive disease. With minimal anterograde flow into the right Anterior Choroidal Artery and none to the right Middle Cerebral Artery (MCA), the characteristic Moya‐Moya appearance was not appreciated on DSA given minimal anigogenesis around the right ICA occlusion site. Rather, distal perfusion of the R ICA territory was dependent on collaterals from the right PCA, right ACA via the Anterior Communicating Artery, angiogenesis between the right Anterior Falcine Artery and R ACA, and angiogenesis between the right MCA and ACA/MCA cortical branches. These proliferative changes involved all cranial vascular territories, including those without steno‐occlusive disease. Conclusion Acute cocaine use is associated with increased risk of acute ischemic stroke[1], due in part to its sympathomimetic effects causing vasospasm and to its arrhythmic properties[2]. Neuroadaptation after chronic cocaine use is less well understood though rat models suggest that as cerebral ischemia develops from chronic cocaine use, the HIF‐VEGF pathway is activated to promote angiogenesis to restore local blood flow[3]. We present this case as evidence of a similar angiogenic physiologic response in humans to minimize the microvascular ischemic injury from chronic cocaine use.

Electric scooter injuries: Incidence and injury patterns at a level I trauma center

PurposeElectric scooters (e-scooters) have become an increasingly popular mode of public transportation in recent years. As the incidence of related injuries rises, it is important to understand specific fracture patterns unique to e-scooters and electric bikes (e-bikes) to help guide management. The purpose of this study was to review the prevalence and describe specific fracture patterns of e-scooter and e-bike related injuries at the busiest level 1 trauma center in the borough of Manhattan. MethodsChart review to determine mechanism of injury was performed on all patients for whom an orthopedic consult was requested from 1/1/2021 to 12/31/2021. All patients whose injuries were sustained due to an e-scooter or e-bike were further reviewed for demographics, injury characteristics including fracture pattern, and definitive injury management. Any patients who had an orthopedic consult placed for a reason other than an acute injury were excluded. Descriptive statistics are reported as frequency (percentage) for categorical variables and means for continuous variables. ResultsOf the 1815 orthopedic consults requested, 1357 (74.8%) were for acute injury management. Of those with acute injuries, 119 (8.8%) sustained 136 e-scooter or e-bike related injuries. There were 92 (77.3%) males at an average age of (33.8 ± 15.7) years. Approximately one-fifth of all patients presented in June 2021 (26, 21.8%). There was a 9.2% rate of open fractures. The 136 injuries were evenly split between the upper and lower extremities, with 57 (47.9%) upper extremity, 57 (47.9%) lower extremity injuries, and 5 (4.2%) concomitant upper and lower extremity injuries. The most common fracture patterns were ankle fractures (16, 11.7%), followed by tibial shaft (14, 10.2%), tibial plateau (13, 9.5%), and radial head fractures (11, 8.0%). There was a 33.3% incidence of associated posterior malleolar fractures in the spiral tibial shaft fractures, 31.0% of posterior malleolar involvement and 18.8% of isolated vertical medial malleolar fractures in the ankle fractures, and 61.5% of posterior comminution in the tibial plateau fractures. ConclusionE-scooter and e-bike related injuries have a high incidence of tibial shaft fractures, ankle fractures, tibial plateau fractures, and radial head fractures. There should be a high index of suspicion for posterior and medial involvement in lower extremity fractures sustained due to e-scooter or e-bikes. Identifying specific fracture patterns seen in e-scooter and e-bike related mechanisms will help guide management of these injuries.

Study on facility location of air taxi skyports using a prescriptive analytics approach

The current study identifies infrastructure locations for air taxi operations in New York City (NYC) using a prescriptive analytics approach. Based on the potential air taxi demand estimated by prior studies, 14 unique sites are identified by an unsupervised machine learning technique called clustering large applications (CLARA) in Step-1. However, developing all the suggested stations simultaneously might be challenging for any business, and therefore, an integer programming model is developed in Step-2 to propose opening these centers in multiple phases, considering parameters such as rental cost, daily number of trips, easy access to road facilities, and employee salary, while maximizing the demand satisfaction. Sensitivity analysis is then conducted to identify the impact of various market penetration strategies (such as aggressive, defensive and balanced), inflation in the rental cost and employee salary, and the emergence of latent demand on the phased opening of the facilities. The clustering algorithm results indicate seven air taxi facilities to be established in the Manhattan borough, four in Queens, two in Brooklyn, and one in New Jersey, spread across three phases. Larger vertiports are suggested for airports, such as John F Kennedy and LaGuardia international airports, since they serve approximately 55% of the overall demand. Results also showed that varying percentages of the budgeted rental cost and employee salary have minimal effect on the total number of stations.

The cost of non-coordination in urban on-demand mobility

Over the last 10 years, ride-hailing companies (such as Uber and Grab) have proliferated in cities around the world. While generally beneficial from an economic viewpoint, having a plurality of operators that serve a given demand for point-to-point trips might induce traffic inefficiencies due to the lack of coordination between operators when serving trips. In fact, the efficiency of vehicle fleet management depends, among other things, density of the demand in the city, and in this sense having multiple operators in the market can be seen as a disadvantage. There is thus a tension between having a plurality of operators in the market, and the overall traffic efficiency. To this date, there is no systematic analysis of this trade-off, which is fundamental to design the best future urban mobility landscape. In this paper, we present the first systematic, data-driven characterization of the cost of non-coordination in urban on-demand mobility markets by proposing a simple, yet realistic, model. This model uses trip density and average traffic speed in a city as its input, and provides an accurate estimate of the additional number of vehicles that should circulate due to the lack of coordination between operators—the cost of non-coordination. We plot such cost across different cities—Singapore, New York (limited to the borough of Manhattan in this work), San Francisco, Vienna and Curitiba—and show that due to non-coordination, each additional operator in the market can increase the total number of circulating vehicles by up to 67%. Our findings could support city policy makers to make data supported decisions when regulating urban on-demand mobility markets in their cities. At the same time, our results outline the need of a more proactive government participation and the need for new, innovative solutions that would enable a better coordination of on-demand mobility operators.

Anchored Yet Displaced: Affordable Housing and Aging in a Gentrifying Place

AbstractIn an era of urban gentrification and rising economic inequality, how can policies better address the needs of older city residents who wish to age in place? Drawing on qualitative data from in‐depth interviews and participant observation, as well as US census data from 2010 to 2020, this study explores the perceptions and experiences of older adult residents of two affordable housing complexes in the Manhattan borough of New York City. These residents have aged in place while their surrounding community has grown wealthier and, in some respects, younger. While benefiting from housing security and numerous on‐site services targeting the aged‐in population, the residents nonetheless experience feelings of alienation and estrangement as their surrounding community undergoes physical, social, and cultural changes. This paper theorizes aging in place as an ongoing process of social integration and meaning making to explore issues of identity, housing, and community and to consider how policy can better address the needs of older adults aging within rapidly gentrifying urban contexts.

God in Gotham: The Miracle of Religion in Modern Manhattan by Jon Butler

Reviewed by: God in Gotham: The Miracle of Religion in Modern Manhattan by Jon Butler Mark Granquist God in Gotham: The Miracle of Religion in Modern Manhattan. By Jon Butler. Cambridge, Mass.: Harvard University Press, 2020. 308 pp. It is a sign of a very good book that it delivers more than it promises, and this is a very good book. It describes the religious life of New York City, specifically the borough of Manhattan, between [End Page 113] 1880 and 1960. It is a deeply researched volume with a wealth of detail and description. But the book is really about much more than this. It is a case study about religious life in a modern American city, perhaps the modern American city, and an examination of the common assumptions and theories about religious life in the modern urban West. Despite the oft-repeated claims of secularization theorists (and many church leaders) that such modern cities are deeply secular and irreligious places, Butler convincingly demonstrates that, in the case of Manhattan, such claims are simply wrong. Butler lays out a rich narrative of the vibrancy, multiplicity, and ingenuity of religious life in Manhattan. Far from being irreligious, Manhattan was awash with both traditional and new religious organizations and was a leader in American religious life in the period when it was the leading city in the United States and one of the leading cities in the world. European secularization theorists at the beginning of the twentieth century saw the migration of people into the cities as the engine of modernism and the beginning of the end for traditional theism. In an unlikely pairing, they were joined in this assessment by conservative Protestant groups who saw cities like New York as hotbeds of irreligiosity. But as religious sociologists Roger Finke and Rodney Stark have demonstrated, this view of urban irreligion in America is really a myth, and rates of religious adherence in America have been higher in urban areas than in rural territories. Cities like New York give inhabitants far more choices of religious groups; in cities, conventional religion was in hot competition with newly developed groups. Butler vividly demonstrates this phenomenon in Manhattan, where mainline Protestants contended with all sorts of New Thought and self-empowerment groups, established Black churches vied with self-anointed store-front preachers, and a whole range of Jewish groups sought to define that community. Perhaps in that competitive market were the roots of a great degree of religious adherence. The first chapter deals with the sources of the idea of urban irreligiosity within American religion, primarily from mainline Protestant leaders who felt that growing religious pluralism threated their hegemony. In the second chapter these same groups are seen [End Page 114] aggressively organizing to bring traditional religion to Manhattan, not only by building scores of impressive churches but also by adapting themselves to the new challenges and opportunities of urban America. In this they were joined by Roman Catholics and Jews, whose ranks were swelled by millions of new immigrants who came to America before the First World War. The third chapter demonstrates how these religious leaders, besides establishing new congregations and synagogues, also set out to sacralize the fabric of Manhattan and put their stamp on urban culture. The fourth chapter examines how these same dynamics were at play in Manhattan's swelling African American communities; though they were greatly constrained by urban discrimination and segregation, they paralleled the other religious groups in energy and approach. A fifth chapter looks at Manhattan as the seedbed of theological thought in the twentieth-century United States, due to the presence of prominent religious leaders such as Reinhold Niebuhr, Paul Tillich, Jacques Maritain, Abraham Joshua Heschel, Joseph Dov Solveitchik, and Dorothy Day, among others. Perhaps most intriguing is the conclusion, in which Butler examines religious life and organizations in the suburbs of New York City that mushroomed after 1945. Rather than viewing suburban religious life as an antithesis to or escape from urban religion (or irreligiosity), Butler claims that these suburban religious organizations were actually an extension of the religious life of urban Manhattan. This fruitful line of inquiry begs for further investigation. No book can do...

Spatiotemporal effects of proximity to metro extension on housing price dynamics in Manhattan, New York City

Investment in public transportation such as a metro line extension is often capitalized partially into housing values due to the spatiotemporal effects. Using housing transaction data from 2014 to 2019, this paper studies the Second Avenue Subway or Q-line extension in New York’s City’s Manhattan borough. Multiple metro station catchment areas were investigated using spatial autocorrelation-corrected hedonic pricing models to capture the variation of housing price dynamics. The results indicate that properties in closer proximity to the Q-line extension received higher price discounts. The effect varied by occupancy type and building form: condominiums experienced the highest price discount, while walk-up and elevator co-ops experienced a price premium. After controlling for location variations, we observed price discounts on the westside and price premiums on the eastside of the Q-line. Residential properties within 150 m west to the Q-line extension received the highest price discount post operation, while on the eastside, properties in the same proximity received the highest price premium. The anticipation effect varies by distance to metro extension stations, both before and after the operation of metro line extension. We discuss the disruption of metro construction on the housing market depending on housing type, location variation, and changes over time.

Comparative Study of Cultural Space Characteristics: Inside Areas of Xi’an 2nd Ring Road, China, and Manhattan Borough

Abstract As one of the key factors of urban development, cultural space plays a crucial role in highlighting urban characteristics and inheriting urban culture. A comparative study of the core buil...

A semantic embedding methodology for motor vehicle crash records: A case study of traffic safety in Manhattan Borough of New York City

This study introduces a hybrid Latent Dirichlet Allocation (LDA) model to excavate hidden crash patterns from the large-scale crash dataset. External semantic descriptions have been attached to raw GPS coordinates of crash events. The K-means clustering algorithm is first applied to determine land use characteristics of crash points by grouping surrounding Points of Interests (POIs). Then, each crash record is transformed into a formalized label consisting of land use, Annual Average Daily Traffic (AADT), and time stamps, allowing the analysis of massive traffic crash data as document corpora. Finally, a data-driven modeling approach based on the LDA is conducted to discover hidden crash patterns from traffic crash records combining the external semantic information. The approach is verified using motor vehicle crash data in Manhattan County of New York City. The novel semantic analysis of crash records provides an effective method to investigate the hidden information in traffic crashes. Identifying spatial-temporal patterns on motor vehicle crashes would provide insights into underlying traffic behaviors for intelligent policy-making and resource allocation.

Patterns of urban foot traffic dynamics

Using publicly available traffic camera data in New York City, we quantify time-dependent patterns in aggregate pedestrian foot traffic. These patterns exhibit repeatable diurnal behaviors that differ for weekdays and weekends but are broadly consistent across neighborhoods in the borough of Manhattan. Weekday patterns contain a characteristic 3-peak structure with increased foot traffic around 9:00 am, 12:00–1:00 pm, and 5:00 pm aligned with the “9-to-5” work day in which pedestrians are on the street during their morning commute, during lunch hour, and then during their evening commute. Weekend days do not show a peaked structure, but rather increase steadily until sunset. Our study period of June 28, 2017 to September 11, 2017 contains two American holidays, the 4th of July and Labor Day, and their foot traffic patterns are quantitatively similar to weekend days despite the fact that they fell on weekdays. Projecting all days in our study period onto the weekday/weekend phase space (by regressing against the average weekday and weekend day) we find that Friday foot traffic can be represented as a mixture of both the 3-peak weekday structure and non-peaked weekend structure. We also show that anomalies in the foot traffic patterns can be used for detection of events and network-level disruptions. Finally, we show that clustering of foot traffic time series generates associations between cameras that are spatially aligned with distributions of commercial, residential, and unbuilt space proximal to the camera locations, indicating that foot traffic dynamics encode information about the surrounding built environment.

Energy Logistics Cost Study for Wireless Charging Transportation Networks

Many cities around the world encourage the transition to battery-powered vehicles to minimize the carbon footprint of the transportation sector. Deploying large-scale wireless charging infrastructures to charge electric transit buses when loading and unloading passengers have become an effective way to reduce emissions. The standard plug-in electric vehicles have a limited amount of power stored in the battery, resulting in frequent stops to refill the energy. Optimal siting of wireless charging bus stops is essential to reducing these inconveniences and enhancing the sustainability performance of a wireless charging bus fleet. Wireless charging is an innovation of transmitting power through electromagnetic induction to portable electrical devices for energy renewal. Online Electric Vehicle (OLEV) is a new technology that allows the vehicle to be charged while it is in motion, thus removing the need to stop at a charging station. Developed by the Korea Advanced Institute of Science and Technology (KAIST), OLEV picks up electricity from power transmitters buried underground. This paper aims to investigate the cost of the energy logistics for the three types of wireless charging networks: stationary wireless charging (SWC), quasi-dynamic wireless charging (QWC), and dynamic wireless charging (DWC), deployed at stops and size of battery capacity for electric buses, using OLEV technology for a bus service transit in the borough of Manhattan (MN) in New York City (NYC).

Outcomes of COVID-19 Admissions in the New York City Public Health System and Variations by Hospitals and Boroughs During the Initial Pandemic Response.

Introduction: In the initial pandemic regional differences may have existed in COVID-19 hospitalizations and patient outcomes in New York City. Whether these patterns were present in public hospitals is unknown. The aim of this brief study was to investigate COVID-19 hospitalizations and outcomes in the public health system during the initial pandemic response.Methods: A retrospective review was conducted on COVID-19 admissions in New York City public hospitals during the exponential phase of the pandemic. All data were collected from an integrated electronic medical records system (Epic Health Systems, Verona, WI). Overall, 5,422 patients with at least one admission each for COVID-19 were reviewed, with a study of demographic characteristics (including age, gender, race, BMI), pregnancy status, comorbidities, facility activity, and outcomes. Data related to hospitalization and mortality trends were also collected from City of New York website. These data often involved more than one facility and/or service line resulting in more location or treatment facility counts than patients due to utilization of services at more than one location and transfers between locations and facilities.Results: Higher mortality was associated with increasing age with the highest death rate (51.9%) noted in the age group >75 years (OR 7.88, 95%CI 6.32–10.08). Comorbidities with higher mortality included diabetes (OR 1.5, 95% CI 1.33–1.70), hypertension (OR 1.62, 95% CI 1.44–1.83), cardiovascular conditions (OR 1.66, 95% CI 1.47–1.87), COPD (OR 1.86, 95% CI 1.39–2.50). It was deduced that 20% of all New York City COVID-19 positive admissions were in public health system during this timeframe. A high proportion of admissions (21.26%) and deaths (19.93%) were at Elmhurst Hospital in Queens. Bellevue and Metropolitan Hospitals had the lowest number of deaths, both in borough of Manhattan. Mortality in public hospitals in Brooklyn was 29.9%, Queens 28.1%, Manhattan 20.4%.Conclusion: Significant variations existed in COVID-19 hospitalizations and outcomes in the public health system in New York City during the initial pandemic. Although outcomes are worse with older age and those with comorbidities, variations in hospitals and boroughs outside of Manhattan are targets to investigate and strategize efforts.

PARKI NA NOWOJORSKICH WYSPACH – NOWE ZJAWISKA W PRZESTRZENI I KRAJOBRAZIE MIASTA

This article raises the issue of setting up and developing urban parks on islands which are situated around New York’s borough of Manhattan. Among the principal consequences are an improved balance of developed green spaces in the city and the emergence of attractive public places with a variety of functions and high-quality design solutions. As for the urban landscape, interesting relations are created with respect to views of the unique silhouette of the city, and in particular of Manhattan.

Systematic Design of Wireless Charging Transportation Network

Many cities around the world encourage the transition to battery-powered vehicles to minimize the emissions of greenhouse gases. The standard plug-in electric vehicles have a limited amount of power stored in the battery resulting in frequent stops to refill the power. Wireless charging is an innovation of transmitting power through electromagnetic induction to portable electrical devices for energy renewal. Online Electric Vehicle (OLEV) is a new technology that allows the vehicle to be charged while it is in motion, thus removing the need to stop at a charging station. Developed by the Korea Advanced Institute of Science and Technology (KAIST), OLEV picks up electricity from power transmitters buried underground. This paper investigating bus routes to determine the optimum study area for planning out the costs of deploying a pilot service network by comparing the cost of initial investment for the three types of wireless charging: Stationary Wireless Charging (SWC), Quasi-Dynamic Wireless Charging (QWC), and Dynamic Wireless Charging (DWC), using OLEV technology for a bus service transit in the borough of Manhattan (MN) in New York City (NYC).

Suffrage and the City: New York Women Battle for the Ballot by Lauren C. Santangelo

Reviewed by: Suffrage and the City: New York Women Battle for the Ballot by Lauren C. Santangelo Antonia Petrash (bio) Suffrage and the City: New York Women Battle for the Ballot By Lauren C. Santangelo. New York: Oxford University Press, 2019. 272 pages, 11 halftones, 6-1/8" x 9-1/4". $78.00 cloth, $79.99 ebook. Suffrage and the City: New York Women Battle for the Ballot By Lauren C. Santangelo. New York: Oxford University Press, 2019. 272 pages, 11 halftones, 6-1/8" x 9-1/4". $78.00 cloth, $79.99 ebook. In 2020 the centennial of the ratification of the Nineteenth Amendment enfranchising millions of women across the nation brought forth a wide range of books on the subject. Most offer a general history, focus on a particular time span, or offer biographies of prime players in the long-running campaign. But in her new book, Suffrage and the City: New York Women Battle for the Ballot, author Lauren C. Santangelo offers historians a unique perspective on the movement, positing that the City of New York, and primarily the borough of Manhattan, was itself an active, viable entity in the battle for the ballot, a central player in the drama, offering a rich and unique environment within which the movement could flourish and eventually succeed. We are introduced to activists Lillie Devereux Blake and Maud Malone, early leaders of the New York City Woman Suffrage League, who as early as 1870 suspected that [End Page 223] New York held unique possibilities for success of the movement. After all, it was the center of banking and industry, publicity and publishing. By 1889 advanced educational venues for women were opening, and a burgeoning retail environment offered respectable employment opportunities. But these positives were offset by myriad negatives, from dread of sexual assault to concern for an equally devastating assault on a woman's respectability. Many early suffrage leaders considered cities rampant with a dangerous anonymity that encouraged crime and corruption. The author shows us how the suffragists gradually overcame these restrictive concerns and learned to use the resources of the nation's largest metropolis to their advantage. Early suffrage meetings were held in private homes, offering a nonthreatening environment where women could freely discuss ideas. But the movement quickly outgrew these venues and needed to find appropriate public spaces, most of which were dominated by men. If finances allowed they rented Masonic Halls, churches, and commercial spaces. But they often used public spaces that cost nothing but effort and organization. They gave speeches on street corners and protested at public ceremonies. Their efforts gradually caught the attention of the city's wealthier women, whose subsequent addition of financial aid, celebrity, and glamour served to diffuse some of the older suffragists' concerns. The dominance of early leaders Susan B. Anthony and Lillie Devereux Blake gave way to that of Harriot Stanton Blatch (Elizabeth Cady Stanton's daughter) and the wealthy socialites Katherine Mackay and Alva Vanderbilt Belmont. While competitive, their focus differed—Blatch's Equality League of Self-Supporting Women served the working-class professional; Mackay's Equal Franchise Society courted the wealthy; while Belmont's Political Equality Association appealed across class lines, opening separate organizations for African American women and courting young immigrant laborers. Blatch favored outdoor activities that could include women with "thin checkbooks," and all began to see the benefit of marches and parades that gave a face to the proponents—teachers, professional women, industrial and domestic workers, a "unified army" working for the vote. By 1914 suffragists had sponsored five parades on Fifth Avenue, each more dazzling than the last. In 1909 Belmont moved the National American Woman Suffrage Association from Warren, Ohio, to the corner of Forty-Second Street and Fifth Avenue, the veritable center of Manhattan. She also rented space there to the New York State Woman Suffrage Association, thus making Manhattan the "capital of the city, state and national movements" (66). This strategic placement gave the movement an unmistakable aura of respectability that an address of downtown Henry Street could not, and encouraged other suffrage organizations to relocate nearby. But the suffragists did not confine themselves to this posh area. They...

505. Use of CLABSI Prevention Bundle Audits to Decrease CLABSI Rates in COVID Positive ICU Patients in an Acute Care Hospital in New York City During the COVID-19 Epidemic

BackgroundMount Sinai Beth Israel (MSBI) is a 220 bed acute care hospital located in the Manhattan borough of Manhattan in New York City. Prior to COVID-19, the hospital had one 16-bed Medical/Surgical ICU. When the COVID epidemic struck New York City, the MSBI ED was flooded with critically ill patients requiring ICU care. Seven other ICUs were opened, all of which were filled with COVID patients. The majority of these patients required central lines for the multiple antibiotics, steroids, and vasopressors they needed to survive. Agency RNs were brought in to care for ICU patients. In April, the MSBI Infection Prevention (IP) department received several CLABSI notifications through its data mining system. The IPs were alarmed at the number of CLABSIs occurring in ICU COVID patients with central lines.ICU CLABSI Rates in an Acute Care Hospital During the COVID-19 Epidemic in New York City MethodsA baseline assessment, using the central line maintenance bundle, was conducted on all COVID patients with central lines. This assessment revealed issues with central line maintenance, including: undated, bloody, and non-intact dressings, poorly placed CHG impregnated disks; blood in end-caps, and missing alcohol impregnated caps on ports. The decision was made to bring in infusion RNs from an outpatient system site to perform daily rounds on central lines. These RNs performed daily intensive maintenance bundle rounds for a month during the COVID epidemic. During their rounds, ICU nurses and managers were notified of central line dressing and cap issues and educated on how to correct them. These RNs also e-mailed daily reports of their findings to Nursing Leadership for their review.Central Line Audit Team: RNs Who Monitored Central Lines in COVID ICUs in An Acute Care Hospital in NYC Central Line Audit Team: RNs Who Monitored Central Lines in COVID ICUs in An Acute Care Hospital in NYCResultsCentral line rounds performed after the intervention showed a great improvement in compliance with the central line maintenance bundle, from 13% during the first rounds performed in April, to 88% in May, less than a month after these rounds started. Since this intervention, the ICU CLABSI rate has decreased from a rate of 3.3 per 1,000 central line days in April and May to a current rate of 0.ConclusionThe timely identification and root cause analysis of a problem must be followed by timely, intensive, and repeated interventions that are designed to attack the causes of problems at their source. After the crisis period is over, the interventions must be maintained to ensure that gains made can be sustained.Disclosures All Authors: No reported disclosures

Targeting Bombesin Peptide Receptors for Cancer Imaging: Perspective in Prostate, Lung and Breast Cancer

The rapid progression of the SARS CoV-2 pandemic, a respiratory disease also known as COVID-19, put forth a unique challenge for health care providers of balancing continuous cancer care with prevention of the continued spread of COVID-19 in immunosuppressed breast cancer patients. With these risks, cancer care required modifications as COVID-19 patients began to overwhelm hospitals. The American College Surgeons’ (ACS) COVID Pandemic Breast Cancer Consortium collaborated to form guidelines for interim cancer care therapy, stratifying urgency of care based on severity of diagnosis. NYC Health + Hospitals/Metropolitan (Metropolitan), a hospital located in East Harlem within the Manhattan borough of New York City, was located in the epicenter of the most severe initial outbreak of COVID-19. From March to June 2020, Metropolitan’s Breast Health Center (BHC) suspended cancer services including mammography and other diagnostic testing, chemotherapy treatments, and surgical procedures. Six (6) patients with known breast malignancies were followed closely during this time. The average age of these patients was 64.5 years old (range = 43-76 years), with one case under the age of 50. Two (2) of the patients were triple negative, two were ER/PR positive and HER2 negative, one (1) patient was ER positive and PR/HER2 negative, and one (1) patient was ER/PR positive and FISH negative. In this narrative, we reflect upon Metropolitan’s interim breast cancer care during March to June 2020 and suggest interventions and policies to better equip health systems to provide quality and continuous breast cancer care in future emergency circumstances.

Interim Breast Cancer Care during the COVID-19 Pandemic

The rapid progression of the SARS CoV-2 pandemic, a respiratory disease also known as COVID-19, put forth a unique challenge for health care providers of balancing continuous cancer care with prevention of the continued spread of COVID-19 in immunosuppressed breast cancer patients. With these risks, cancer care required modifications as COVID-19 patients began to overwhelm hospitals. The American College Surgeons’ (ACS) COVID Pandemic Breast Cancer Consortium collaborated to form guidelines for interim cancer care therapy, stratifying urgency of care based on severity of diagnosis. NYC Health + Hospitals/Metropolitan (Metropolitan), a hospital located in East Harlem within the Manhattan borough of New York City, was located in the epicenter of the most severe initial outbreak of COVID-19. From March to June 2020, Metropolitan’s Breast Health Center (BHC) suspended cancer services including mammography and other diagnostic testing, chemotherapy treatments, and surgical procedures. Six (6) patients with known breast malignancies were followed closely during this time. The average age of these patients was 64.5 years old (range = 43-76 years), with one case under the age of 50. Two (2) of the patients were triple negative, two were ER/PR positive and HER2 negative, one (1) patient was ER positive and PR/HER2 negative, and one (1) patient was ER/PR positive and FISH negative. In this narrative, we reflect upon Metropolitan’s interim breast cancer care during March to June 2020 and suggest interventions and policies to better equip health systems to provide quality and continuous breast cancer care in future emergency circumstances.