» In New York City, transit providers create new services to handle disruptions—even when existing lines can support the load.
Beginning early this month, PATH—the metro rail system operated by the Port Authority of New York and New Jersey that connects Manhattan and Northern New Jersey—began installing new signals, forcing the closure of a section of its network in New York City. In the process, the agency is providing a bus shuttle service as a substitute over the course of 17 weekends, shuttling passengers on an above-ground route between the Midtown business district and the World Trade Center, where PATH trains continue to run.
All of this might make sense under normal circumstances; in fact, in places like Chicago where rail lines have been shut down, bus service replacement has worked well. Yet in New York, the service being replaced runs on a corridor shared by other subway lines*—but
Continue reading The boundaries that divide our transit systems »
» New York’s Subway is at a breaking point with an exploding number of riders. Is it time to expand the system deeper into Brooklyn?
It’s hard to fathom, but between 2009 and 2014—just five years—the New York Subway system’s ridership increased by 384 million annual rides, far more than any other U.S. rail system carries in total. This change was accomplished with no system expansions during the period, pushing more and more people onto the same already-crowded routes.
New York City’s increasing population is riding on the bench seats of the city’s subway cars. Now the City is contemplating ways to expand the system down Utica Avenue in Brooklyn; is the time right for expansion when the existing system is so crowded?
While growing ridership is a manifestation of the city’s relatively strong economy and a seemingly insatiable appetite to live there, a more crowded Subway system means lower quality of life for
Continue reading Utica Avenue, OneNYC, and New York’s growth »
» Virtually every new metro or subway train purchased by transit agencies over the past ten years has been built with open gangways—allowing passengers to walk from one end of the train to the other. Except in the United States.
New York City’s Second Avenue Subway project, which in its first phase will bring transit service north from 63rd to 96th Streets in Manhattan, will provide many benefits for commuters, offering three new stations and much easier access from the Upper East Side to western Midtown. It will reduce congestion on the Lexington Avenue Subway (4/5/6) by as much as 13 percent—a boon for commuters on the single-most-used transit corridor in the country. And it will respond to the simple fact that New York City is growing quickly; it has added half a million people since 2000 and continues to expand.
But the Second Avenue Subway project has its issues—notably the
Continue reading When American transit agencies ignore the world’s move to open gangways »
» New York City’s LaGuardia Airport is its rail-inaccessible stepchild. A proposal to spend half a billion dollars on a new transit link there, however, may do little for most of the region.
LaGuardia Airport is the New York City airport closest to the nation’s largest business district in Midtown Manhattan. Getting there, however, is inconvenient and slow for people who rely on transit and expensive — and often also slow — for those who receive rides in cabs or shuttles. In other words, the experience of reaching the airport leaves something to be desired.
The New York region’s two other major airports — Newark and J.F.K. — each have dedicated AirTrain services that connect to adjacent commuter rail (and Subway services, in the case of J.F.K.). These lines were built by the Port Authority of New York and New Jersey in the 1990s and 2000s to improve transit access to these airports, leaving
Continue reading For LaGuardia, an AirTrain that will save almost no one any time »
» A new station on Boston’s Orange Line prepares for opening, but infill stations of its type are all too rare.
Want to know a secret? One of the best ways to increase transit ridership at a reasonable price requires little additional service. It requires no new line extensions. And it can be done to maximize the value of existing urban neighborhoods.
This magic solution comes in the form of the infill station–a new stop constructed along an existing line, between two existing stations. Next week, Boston’s MBTA transit agency plans to open a new stop, Assembly Station, along the Orange Line in Somerville, a dense inner-ring suburb just to the northwest of downtown Boston.
Assembly is the latest in a series of recent infill stations in the U.S. located along older heavy rail lines whose other stations were generally constructed decades ago. Washington, D.C.’s NoMa Metro Station opened in 2004; the San Francisco region’s West Dublin/Pleasanton BART Station followed
Continue reading With infill stations, older transit agencies extend their reach »