» 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 »
» The city will begin studying dedicated lanes for its streetcar. Will it be the first among many to do so?
During its first four years of operation, Seattle’s South Lake Union streetcar—the nation’s second modern streetcar (after Portland’s)—recorded rapidly growing ridership. Annual passenger counts on the 1.3-mile line increased from 413,000 in 2008 to 750,000 in 2012 (about 3,000 riders on a peak summer day). The figures reflected the blossoming of the South Lake Union neighborhood into an extension of the downtown business district, as well as the region’s growth as a whole (Seattle is one of the nation’s fastest-growing cities) and the strong performance of transit there. The share of people taking public transportation to work in Seattle increased from 17.6 percent in 2000 to 19.3 percent in 2013—a remarkable growth spurt brought on in part by the opening of the streetcar and the Central Link light rail
Continue reading Does Seattle offer the path forward for the national streetcar movement? »
» 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 »