Monday, April 15, 2013
UPDATED. Registration for New York's bike share system officially opened at 11 am Monday, and by 3 pm, some 2500 people had signed up. By 3:30 pm Tuesday, 5000 people had purchased $103 annual memberships, according to DOT spokesman Scott Gastel.
Friday, April 12, 2013
By Jim O'Grady
(New York, NY - WNYC) —
Now that the NY MTA has a new chairman in Tom Prendergast, and Local Transport Workers Union 100 has a recently re-elected president in John Samuelsen, the two sides can now sit down hammer out a contract.
Friday, April 12, 2013
Governor Cuomo has hired in-house and tapped Tom Prendergast to be the new chairman and CEO of the Metropolitan Transportation Authority. Prendergast is already president of New York City Transit, the part of the MTA that runs subways and buses.
Thursday, April 11, 2013
By Jim O'Grady
(New York, NY - WNYC) —
New York City Council speaker Christine Quinn gave voters their first detailed glimpse into what her transportation agenda would be if she's elected Mayor. It's like Bloomberg's -- but without the big, bold visions.
Wednesday, April 10, 2013
By Martin DiCaro : WAMU
Preliminary repair work is underway at Maryland' s Silver Spring Transit Center, but officials still can't say when it will actually open.
The construction and design teams have agreed for now to pay for the necessary repairs to fix the structural problems at the Silver Spring Transit Center that were detailed in a scathing county report.
David Dise, director of general services for Montgomery County, says some repair work is already underway but that the major remediation work won't take place until late summer.
"Foulger Pratt was directed on Friday to begin the replacement of the faulty pour strips on the mid-level of the transit center," Dise says. "Parsons Brinkerhoff, the engineer of record, is beginning the design of the other remediation work that has to be done, the columns, the beams, and the topping slabs on the two levels."
That's just the beginning. Those repairs will take months to complete, so Dise can't say when the facility, already two years behind schedule, will open.
"Much of that will depend upon the final remediation plan being developed by Parsons Brinkerhoff and the subsequent schedule developed by Foulger Pratt after they receive the design," Dise says.
So the county, as of now, will not have to pump any more money into finishing the facility.
"The contractors that have performed the work that is in error must bear the cost of its repair," Dise says.
So it appears the county and the contractors have reached a resolution that will avoid costly, time consuming litigation, at least for the time being. The contractors may fight the county in court after the work is done to recover their expenses.
Tuesday, April 09, 2013
(Brian Wise - WQXR) Move along, hoodlums. Antonio Vivaldi is playing at Newark Penn Station.
When New Jersey Transit upgraded the public address system at its Newark transit hub a year ago, they began piping in classical music along with the announcements on train arrivals and connections. The authority subscribed to a music service and station agents could select from different channels, which also include easy-listening and jazz.
The idea, said a NJ Transit spokesperson, is to relax customers "and make it more pleasant to traverse the facilities."
But in cities from Atlanta to Minneapolis and London, there's often a bigger strategy at work: turn on the great composers and turn away the loiterers, vagrants and troublemakers who are drawn to bus stations, malls and parking lots. Last month, the Associated Press reported on a YMCA in Columbus, OH that began piping Vivaldi into its parking lot, and claiming to disperse petty drug dealers as a result.
In the above podcast, WQXR host Naomi Lewin asks why classical music in particular seems to be the weapon of choice – and whether it works.
"It's been used as part of a larger strategy of crime prevention through environmental design," said Jacqueline Helfgott, chair of the criminal-justice department at Seattle University. She noted that classical music is often accompanied by upgrades like better lighting, improved traffic flow or trimmed shrubbery in public areas.
Studies on the specific effects of music on criminal behavior are lacking. But Helfgott believes classical music is historically associated with "a cultural aesthetic that is pro-social as opposed to antisocial," making it a preferred crime prevention tool.
Put another way, rowdy teenagers don't find classical very cool.
Nigel Rodgers, the head of Pipedown, a group that campaigns against background music in any form, believes the strategy presents a slippery slope. “Yes, young people commit crimes and it’s a problem," he said. "I do appreciate that. But we must seek out other pro-sociable ways of dealing with the problem rather than just squirt acoustic insecticide at young people.
"People who really like music of any sort don’t want to have it piped at them when they’re trying to talk, eat or shop when they don’t want it."
It's also worth keeping in mind that not all classical music works as a soothing agent. As anyone who has seen "A Clockwork Orange," knows, even Beethoven's Ninth Symphony has its dark associations.
In Columbus, OH, where the YMCA piped in Vivaldi, the strategy is being hailed as a success. A local business improvement district executive told the AP: "There's something about baroque music that macho wannabe-gangster types hate. At the very least, it has a calming effect."
Should classical music be used to fight crime and loitering? Join the discussion at WQXR.
Thursday, April 04, 2013
By Kate Hinds
New Yorkers, meet your Citi Bike station locations. Even more closely placed than your neighborhood Starbucks. Beginning next month, you'll be able to pick up and drop off bikes from Central Park South to Barclays Center. Annual members will get 45 minutes of free riding, daily members 30 minutes.
The New York City Department of Transportation has released an interactive map showing the draft locations of 293 stations located across Manhattan (below Central Park) and across a swath of Brooklyn through Fort Greene. (That 293 is down a bit from last year's projected launch of 420 stations.) Gray dots show the location of future docking stations. The DOT's website says it will "continue to work with New Yorkers to refine these station locations."
To see detailed maps of stations at the community level, click here.
Wednesday, April 03, 2013
NYU Langone Medical Center surveyed more than 1,400 pedestrians and cyclists who were admitted to Bellevue Hospital between 2008 and 2011 and gleaned some insight into pedestrian crashes.
So rather than using police reports, the team at NYU surveyed the people who were injured and passed through this hospital to find out more circumstantial details of the crashes. (But it also means people who were hit but didn't go to the hospital, or people who were killed, aren't in the study.)
Here are some other findings:
- Young, walking adults are the group most frequently injured by motor vehicles in this study
- Latino bicycle delivery men are especially vulnerable even though they are more likely to wear a helmet
- 44% of pedestrians were hit while crossing the street in the crosswalk
- 6% of people who were hit by cars were on the sidewalk
- 15% of pedestrians had consumed alcohol earlier
- 40% of cyclists and 25% percent of pedestrians hit were struck by taxis
- 43% of the cyclists injured were working, mostly delivery men.
- 21% of cyclist hit were in a bike lane at the time
- 15% of cyclists injured were doored
- Less than a third of cyclists in the study were wearing helmets
- Being obese reduced the likelihood of injury
So what are pedestrians to do? The study recommends separating traffic from bodies -- as in more bike lanes and more pedestrian plazas.
The study is behind a paywall, but you can read the abstract here.
Wednesday, April 03, 2013
(Sarah Gonzalez - WNYC/NJPR) John Williams says he’s been living at Newark Penn Station for a couple months.
His nails are almost an inch long; his grey beard less groomed than he’d like. But the 60-year-old is dressed sharp in a light brown plaid suit.
“I done had it on for two months,” he said. “I don’t smell and stuff like that but that’s a problem, you got some people in here that really, really smell bad.”
Laws prevent transit police from asking anyone – including the homeless – to leave stations unless they’re breaking rules.
“We can sleep sitting up in here, but if you lay down in here they’re going to wake you,” Williams said. “They take a stick and stick you with it. Or hit on the side of the wall or the bench.”
Inspector Al Stiehler with NJ Transit Police says managing the homeless in train stations takes officers are away from their primary role, which is counter-terrorism and safety.
“Sometimes we’re dealing with the same person two, three times a day,” Stielher said. “They’re intoxicated, they go to the hospital, they come right back. They have a seizure, they go to the hospital, they come right back. Police officers didn’t have the tools to do what they needed. It was just a cycle.”
Since New Jersey Transit can't ask homeless people to leave the waiting areas, they’re trying to offer help instead.
Michelle Walsh is the Community Intervention Specialist with New Jersey Transit. She tries to get the homeless into shelters and connect them to programs that offer food and services. She says the program has two goals.
“Helping the homeless but also making it more comfortable for passengers when they’re riding through,” she said.
Walsh says she engages about 75 percent of the homeless in some way.
“Even if it looks like someone isn’t working with me, we might be working on… getting their birth certificate from a different state which takes time.”
Many of the homeless men and women have mental disorders, Walsh said. Many want to stay at train stations.
And they have the right to be there, according to Ed Barocas, the legal director for the American Civil Liberties Union in New Jersey.
“If someone is simply sitting up on a bench, whether they do it for a half hour or 4 hours that’s their right to do it,” Barocas said. “These are areas open to the public, and people who are homeless are a part of the public.”
The U.S. Department of Housing and Urban Development has given the state $24 million dollars to help with the homeless. And some of that money will go to organizations that New Jersey Transit partners with.
Buying a Ticket to Sleep on the Benches
John Williams says he prefers to stay at train stations where there are a lot of other homeless people – like a station in Summit. He says it makes him feel more comfortable.
And if he wants to sit, or rest his eyes, on the benches for ticketed passengers only, he knows what he needs to do.
“I have a ticket, okay. This is what you need to have to stay in,” Williams says. “If you doesn’t have that you’re going to have to go out in the cold.”
He doesn’t need to buy a train ticket every night in order to sleep on the benches.
“No I don’t buy a ticket every night. I buy a ticket one time, as long as it’s not punched it’s good. As long as it doesn’t have a hole in it. I done had this for two months.”
Once you’re on a train, conductors, which cost taxpayers about 30 million dollars a year, come by with a hole-puncher, manually punching two holes in every passenger’s ticket.
If you never get on a train to get your ticket punched, your ticket will never expire.
Some of the homeless people at Newark Penn Station have been there for years. One has been at the station for 19 years; another for 26 years.
Inspector Al Stiehler says NJ Transit has been tossing around ideas to create a system where tickets would eventually expire, but he says that’s way down the line.
He says train stations attract large homeless populations because they offer amenities the homeless can’t get elsewhere.
“They have access to liquor stores and bars, there’s people around here that can get money, there’s food, and they have 24/7 hour police protection. They’re not going to get that at a shelter.”
John Williams says he shouldn’t have to go to a shelter.
“Because I am a taxpayer,” he said. “Well, I used to be a taxpayer.”
Tuesday, April 02, 2013
By Kate Hinds
Over a dozen plans for improving rail in the Northeast Corridor are under consideration by the federal government, ranging from minor improvements to a future with 220-mile-per-hour bullet trains between Washington and Boston -- not to mention new service between Long Island and New England.
These various options are detailed in a new report released Tuesday by the Federal Railroad Administration. NEC FUTURE sketches out 15 alternatives representing different levels of investment through the year 2040 in the 457-mile corridor.
The options, in turn, have been grouped into four separate categories which grow progressively more ambitious: while those in Level A focus on achieving a state of good repair, Level D would build a separate high-speed rail line between Boston and D.C. and bring new service in the region, primarily in Long Island, New England and the Delmarva peninsula.
The report aims to jump-start public debate about how rail capacity should be shaped in the region. "It is intended to be the foundation for future investments in the Northeast Corridor, a 150 year-old alignment that has guided the growth of what is now one of the most densely populated transportation corridors in the world,” said Rebecca Reyes-Alicea, NEC FUTURE program manager for the Federal Railroad Administration. “(It) will further the dialogue about the rail network in the Northeast and how it can best serve us over for the years ahead.”
Over the next year, these 15 options will be winnowed down. The federal government wants to have a single alternative in place by 2015.
Because it's conceptual, no cost estimates are included in the report. But existing documents provide a baseline. In 2010, Amtrak identified $9 billion alone in state of good repair projects for the NEC, with an additional $43 billion in investment just to meet projected 2030 ridership levels for the current system. Meanwhile, another Amtrak report estimated the cost of bringing high-speed rail to the NEC at $151 billion.
Dan Schned, a senior transportation planner at the Regional Plan Association, said "what’s possible and what Congress has the stomach to spend are two different things."
But he said that funding need not come solely from Congress. "Successful high-speed rail projects around the world have private sector participation," Schned pointed out, adding that "the arrangement of public and private financing and project delivery issues will be the most challenging" aspects of overhauling the NEC.
The Federal Railroad Administration is holding workshops in New Haven, Newark and Washington D.C. next week to present the plan to the public. For more information, go here. Read the full report below.
Tuesday, April 02, 2013
(Derek Wang - Seattle, KUOW) King County Metro could eliminate of almost a third of its routes.
Ongoing budget woes are forcing the Seattle transit provider to consider slashing its bus service. Metro is grappling with less sales tax revenue and it’s anticipating the end of a temporary funding source.
On Monday, the agency released a first draft of possible reductions, which could include canceling 65 routes and reducing service on 86 others.
Metro General Manager Kevin Desmond predicted an unpleasant ride. “Those routes are going to be more crowded,” he said. “You may not be on a route now that may be targeted for reduction, but more people may be needing to access your route and therefore that route is going to become more crowded.”
Another thing that could become more crowded: the street. Metro says fewer people would take the bus if the cuts go into effect. The agency predicts that could lead to as many as 30,000 additional cars on the road every day.
Metro says it will continue to look for ways to reduce costs. Desmond adds that Metro has raised fares already--four times since 2000.
The cuts are far from certain. King County Executive Dow Constantine and Seattle Mayor Mike McGinn have asked state lawmakers to come up with new funding sources for Metro. Those sources could be part of a gas tax increase, or a new vehicle tax that would be based on the value of a driver's car.
Monday, April 01, 2013
By Jim O'Grady
(New York, NY - WNYC) New York is Holland now: the NY Metropolitan Transportation Authority is building a wall to keep out the sea along a two-mile stretch of the A subway line on its way to the Rockaway peninsula in Queens. The wall is made of thick steel and runs along the eastern side the tracks on the island of Broad Channel, in the middle of Jamaica Bay.
The $38 million project is the MTA's first big step since Sandy to prevent flooding from future storm surges.
To make sure the wall is strong enough to hold off another flood, workers are pounding each section about 30 feet into the ground. In the end, the wall will rise only seven feet above the rails, two feet above Sandy's height. The MTA thinks that's high enough.
On a recent windy afternoon, Contractor Mitch Levine was watching workers pile drive and weld each section into place. He said the wall is designed to withstand salt water. "This steel is special steel," he said. "It's marine steel, which will stop it from eroding over the course of 100 years."
Keeping the hungry waves at bay
NY MTA program manager Raymond Wong said the wall is supposed to prevent future storm surges from doing what Sandy did in this area, which was rip the embankment right out from under 400 feet of track.
"The tracks were hanging in the air," he said.
For three weeks after Sandy, each tide took another bite from a larger section of the embankment--until the NY MTA rebuilt the shore by dumping tons of stone and concrete next to the tracks. But this stretch of the A train across Jamaica Bay is still not in service. Thousands of riders now cram into crowded shuttle buses and face rush hour commutes that can end after midnight.
The wall will also serve a second purpose: keeping debris off the line. Forty-eight boats came to rest on the tracks after Sandy, along with jet skis, docks and fuel tanks. The clean up alone took three months.
Why a wall?
NY MTA spokesman Kevin Ortiz said engineers chose a steel wall to protect the A train because, "It could meet strength requirements as well as timing requirements--we wanted to make sure the wall would be in place by May 1." The line is scheduled to return to full service by summer.
Although Jamaica Bay is part of Gateway National Park, Ortiz said the wall didn't need to go through "any type of approval process" because it's within the right-of-way of the tracks, which is controlled by NYC Transit. Ortiz said the NY MTA did consult with the National Park Service and Army Corps of Engineers about the plan.
Bringing the power back
The MTA is taking a much more short term approach to repairing the A train's damaged electrical system. A mile away from Broad Channel, a control house sits in the railyard at the end of the line in Rockaway Park. Inside, Wong showed off rooms stuffed with equipment that looked modern in the 1950s, when it was installed. One panel has thousands of fuses, each with its own hand-lettered tag. Sandy turned these rooms into temporary aquariums.
"Everything was just coated in salt water that undermined the copper," Wong said. "When we came here, this whole thing was a big block of rust."
Electricity is vital to the subway. It powers signals that keep the trains apart, and switches that move those trains down the right track. There's also lighting at stations, public address systems, and power to the third rail to move the trains--the list goes on.
So what is the MTA doing to protect the electrical equipment at low-lying sites from future storms? "We're just trying to get up and running over here," Wong said. "There's really not much you can do."
Wong said, ideally, the MTA will lift the control house 10 feet in the air, rip out the old components and computerize the system. But that's millions of dollars and years away. His goal right now is to get the A train back by summer, however he can.
Click here for more photos of restoration work on the A line.
Friday, March 29, 2013
By Jim O'Grady
(New York, NY - WNYC) The federal government is making available the balance of $2 billion promised to transit agencies hit hard by Sandy. U.S. Transportation Secretary Ray LaHood told transit managers, mostly in New York and New Jersey, that if they've got invoices for Sandy reconstruction and repairs, he's got $1.2 billion in reimbursements to dole out.
That's $545 million less than the amount available before cuts forced by sequestration.
Most of the funding will go to the New York Metropolitan Transportation Authority, which runs buses, trains and subways in and around the city; the PATH train, which connects northern New Jersey to Manhattan; New Jersey Transit, which runs trains and bus in that state; and the NYC Department of Transportation, which oversees roads and bridges.
Here's the full text of LaHood's announcement:
U.S. Transportation Secretary LaHood Announces $1.42 Billion to Help Transit Agencies Recover From Hurricane Sandy
FTA meets deadline to get first $2 billion in aid to storm’s hardest-hit communities
WASHINGTON – U.S. Transportation Secretary Ray LaHood today announced a third round of Federal Transit Administration (FTA) storm-related reimbursements through the FY 2013 Disaster Relief Appropriations Act. The majority of the $1.4 billion announced today goes to the four transit agencies that incurred the greatest expenses while preparing for and recovering from Hurricane Sandy—the New York Metropolitan Transportation Authority (MTA), the Port Authority Trans-Hudson Corp. (PATH), New Jersey Transit (NJT), and the New York City Department of Transportation (NYC DOT). The remainder will be allocated to other transit agencies that incurred eligible storm-related expenses but have not yet received funds.
“Shortly after Hurricane Sandy made landfall, President Obama and I promised that we would do everything in our power to bring relief to the hardest-hit communities, and that is exactly what we have done,” said Secretary LaHood. “In less than two months’ time, we met our commitment to provide $2 billion to more than a dozen transit agencies that suffered serious storm damage, and laid the groundwork to continue helping them rebuild stronger than before.”
A total of $10.9 billion was appropriated for the disaster relief effort, which is administered through FTA’s Emergency Relief Program. (This amount was reduced by 5 percent, or $545 million, because of the mandatory sequestration budget cut that took effect on March 1.) Earlier this month, FTA allocated nearly $554 million of the first $2 billion in aid to reimburse certain transit providers in New York, New Jersey, Pennsylvania and Connecticut. With today’s allocation, FTA has now met the 60-day Congressional deadline to get the initial funds out the door in order to reimburse hard-hit transit agencies for expenses incurred while preparing for and recovering from the storm.
“Considering that over a third of America's transit riders use the systems most heavily damaged by Hurricane Sandy, it is imperative that we continue this rapid progress to restore these systems in the tri-state region,” said FTA Administrator Peter Rogoff.
The remainder of the $10.9 billion will be utilized for ongoing recovery efforts as well as to help agencies become more resilient in the face of future storms and disasters. The FTA has published an Interim Final Rule in the Federal Register this week for FTA’s Emergency Relief Program outlining general requirements that apply to all the funds allocated related to Sandy and future grants awarded under this program.
A summary of how the funds announced today are to be allocated is described below. A more detailed breakdown, and information on eligibility requirements, appears in the Federal Register:
$1.4 billion in disaster relief aid primarily to assist the transit agencies that incurred the greatest storm-related expenditures: the New York MTA, the PATH, New Jersey Transit (NJT), and the NYC DOT. These funds are made available on a pro-rated basis, based on damage and cost assessments FTA has made with the Federal Emergency Management Agency (FEMA) and the transit agencies themselves.
A separate $21.9 million allocation to reimburse the NYC DOT as part of a consolidated request with other entities for various activities prior, during, and after the storm to protect the Staten Island Ferry, its equipment, and personnel, the East River Ferry service, and Governors Island, including the public island’s Battery Maritime Building ferry waiting room. Emergency measures included moving transit equipment to higher ground, operating ferry vessels at berths to prevent damage; debris removal; reestablishing public transportation service; protecting, preparing and securing Ferry Terminals at St. George and Whitehall, facilities and offices to address potential flooding; staffing and operating ferryboats at berths to prevent damage; and performing shelter-in-place operations for worker protection during the storm.
$422,895 to reimburse four additional transit agencies for expenses incurred preparing for and recovering from the storm. These are the Greater Bridgeport Transit District ($21,783); the Massachusetts Bay Transportation Authority ($344,311); the Rhode Island Public Transit Authority ($1,179) and the Connecticut Department of Transportation, which is receiving $55,622 just for CTTransit bus-related expenses, as FTA previously allocated $2.8 million to MTA for Metro-North rail service serving southwestern Connecticut.
A table listing total allocations for funding recipients to date and a summary of their reimbursable expenditures is available here.
Thursday, March 28, 2013
By Martin DiCaro : WAMU
A bipartisan group of 68 members of the U.S. House, responding to the advocates’ safety concerns, has signed a letter to Secretary of Transportation Ray LaHood asking him to order the Department of Transportation to follow through on two aspects of the MAP-21 legislation signed into law last year.
The representatives, including D.C. Congresswoman Eleanor Holmes Norton, are asking Sec. LaHood to establish a national goal to reduce bicyclist and pedestrian fatalities and to push individual states to set “performance measures” to accomplish the same.
“If we don't set performance goals for states and cities there will be no incentive for them to look at what many don't even recognize,” Norton said in an interview with WAMU 88.5. “More people are walking and more people are taking their bikes. Thus, there will be no incentive to try to make the roads easier to navigate.”
As overall roadway fatalities have dropped significantly the number of pedestrians and bicyclists killed has increased, according to federal data. Total fatalities have dropped from 37,423 in 2008 to 32,367 in 2011. But roughly 5,000 pedestrians and bicyclists are killed annually, from 12 percent of all roadway deaths in 2008 to almost 16 percent in 2011, according to the federal government’s fatality analysis reporting system.
Safety advocates see the establishment of performance measures as an opening for additional federal funding directed to bicycling and walking infrastructure. Currently less than one percent of federal highway safety funds are spent improving bicyclist and pedestrian safety.
“We urge USDOT to set separate performance measures for non-motorized and motorized transportation,” says the letter signed by the 68 House members. “This will create an incentive for states to reduce bicyclist and pedestrian fatalities, while giving them flexibility to choose the best methods to do so.”
Follow Martin Di Caro on Twitter @MartinDiCaro
Thursday, March 28, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) On colorful maps spread out over long tables the planned path of the Purple Line, a 16-mile light rail extension to the D.C. area Metro system, was shown to residents and business owners at a ‘neighborhood work group’ meeting Wednesday night. But the maps reveal, progress to some, means bankruptcy fears to others.
While the maps conjure images of what might be if the $2.2 billion rail system supported by transit advocates and real estate developers ever gets built, to some the plans are the harbinger of personal hardship.
“I’m not happy at all,” said Dario Orellana, the owner of a Tex-Mex restaurant in busy Silver Spring. “We’ve been there for 14 years and moving is going to be really hard on us.”
Orellana is one of about a dozen businesses on 16th Street that would be displaced by the Purple Line’s proposed route through Silver Spring, Maryland. Officials from the Maryland Transit Administration (MTA) explained that the planned right-of-way will also absorb part of business-friendly Bonifant Street, making it a one-way street with parallel parking on one side.
“We have to take up a good part of the street, roughly 25 to 30 feet of it, for the Purple Line to come along here,” said Michael Madden, the MTA’s Purple Line project manager. “We work very hard to minimize those impacts.”
Orellana’s lawyer said no matter how much money the state provides his client in compensation for moving his restaurant, he and other entrepreneurs displaced by the Purple Line will struggle to attract the same clientele to new locations.
“I am looking at the map right now and a number of these businesses will probably have to go somewhere. They are right there in the way of the line,” said attorney Dmitri Chernov.
No one will have to move their businesses anywhere if state lawmakers currently in session in Annapolis fail to approve additional funding to replenish Maryland’s transportation trust fund.
“This is the make or break year, so we know that we need additional revenue, the state needs additional revenue in the trust fund to actual build the Purple Line,” said Madden. “So far we are optimistic, based on the discussions going on, that will happen.”
Madden said the MTA is also preparing to negotiate a permanent federal funding agreement because the Purple Line has been accepted into the Federal Transit Administration’s New Starts program.
“We have planned and designed the project so that it meets all the federal requirements,” Madden said.
A federal grant would provide matching dollars splitting the bill with the state on a 50/50 basis each year of construction, which Madden hopes will begin in 2015 and wrap up in 2020.
“We would not start the project until we know we would have the assurance of sufficient funding to complete the project,” he said.
The Purple Line may be years from carrying its first passengers but the state is close to completing both its preliminary engineering and environmental impact statement, which are due this fall.
The 16-mile light rail system would be powered by overhead cables between Bethesda in Montgomery County to New Carrollton in Prince George’s County, connecting to WMATA’s Red Line’s east and west branches and crossing over Connecticut Avenue. Rider estimates are 74,000 per day by 2040, Madden said.
Some residents at Wednesday night’s meeting – after taking in the MTA’s pretty topographical maps – focused on what they viewed will be the Purple Line’s negative effects on downtown Silver Spring.
“It’s going to take away parking on one side of the street and on Saturdays and Sundays around here on Bonifant Street everything is packed solid,” said Bob Colvin, the president of a local civic association.
Colvin was not impressed with the rail system’s potential to reduce car dependency, thus mitigating the loss of road. “I think people are still going to drive. They are going to come from afar and I’m sure this Purple Line is not going to cover all venues from wherever these people come from.”
Follow Martin Di Caro on Twitter @MartinDiCaro
Wednesday, March 27, 2013
UPDATED 4:50 p.m.: Google Maps now publishes real-time data for the NYC subway. Not for all subway lines, but it's another step in the march of technological progress that transit advocates hope will make more people ride the subway, and enjoy the journey more too. Salt Lake City was added to Google Maps today as well.
The NY MTA had previously released the data on its website, smartphone apps and through publicly available data for other people to use for making apps. Now the two main transit routing websites have both integrated the real time information, so a passenger, or prospective passenger, can see exactly which train is coming when -- not just when it is scheduled to arrive -- and if they happen to have a choice between the two lines with real-time data, they can even compare departure times and choose the line accordingly. Or more conveniently have Google Maps routing functions do the choosing.
That increases trip and trip planning efficiency and just as important, knowing the departure times reliably can also increase perceptions of efficiency, which makes people more likely to choose transit over other modes according to a 2011 study from the University of Chicago, which makes this point with charming academic-ease:
"The provision of real-time transit information might serve as an intervention to break current transit nonusers’ travel habits and in consequence increase the mode share of transit use. Moreover, the results of this study suggest that real-time transit information may be more successful in increasing transit ridership if combined with facilitating programs that enhance commuters’ opportunities to be exposed to such systems before using them."
Like Google Maps. Or HopStop, or other transit routing that can integrate this data.
Google first added real time data in six cities in 2011. Google spokesperson Sierra Lovelace said, as of today, Google transit routing is now in 800 cities. Real-time data is only available in the handful of those where the local transit agencies make the data available, including Boston, Honolulu, San Francisco, London, Madrid, Torino, Italy, and as of today, New York City and Salt Lake City. "While it's not all 800, it is many, and we're always looking to expanded that offering," she said.
Lovelace says there are one billion monthly unique users of Google Maps (including Google Earth and all map services), half of them on smart phones. While Google didn't have a breakdown of the data by city or by feature, there is certain to be a sizable audience that now has access to NYC's real-time data through a platform they already check regularly.
Note the "real departure times" below the times in the screengrab above, as TN reader Steve Vance and Chicago transportation writer, points out, that line is what indicates the difference between real-time and scheduled arrival and departure times.
The NYC subway only releases real-time data on seven of roughly 25 lines (depending on if you count the shuttles and the temporary H train). For now it's only on the 1, 2, 3, 4, 5, 6 and 42nd Street Shuttle lines. The other lines have a different switching system which does not produce real-time data in a way that can be exported. There is no timetable for upgrading the rest of the system.
H/T Second Ave Sagas
Tuesday, March 26, 2013
That friendly tuxedo clad road inspector is singing a message of municipal upkeep. Imagine some of these choice lyrics set to Frank Sinatra's My Way:
"As now potholes appear / and if you fall, then you'll be hurting / don't worry friends, help is here / we'll take your calls, you can be certain."
"At work our days are full / inspecting all our paths and byways / and more, much more than this, at work in hiiiiighways."
"We lay each tarmac course, / not when it's wet, but on a dry day / and more, much more than this, at work in hiiighways."
Watch the full video for four minutes of robust crooning in the service of pothole patching courtesy of the Worcestershire County Council, U.K.
Tuesday, March 26, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) While the District of Columbia grapples with proposed changes to its parking and zoning policies, last updated in 1958, nearby Arlington County, Virginia seems to have triumphed in its effort to minimize traffic congestion. Commuters are shifting from cars to transit and bikes.
What's more, traffic volume has decreased on several major arterial roads in the county over the last two decades despite significant job and population growth, according to data compiled by researchers at Mobility Lab, a project of Arlington County Commuter Services.
Multifaceted effort to curb car-dependence
Researchers and transportation officials credit three initiatives for making the county less car-dependent: offering multiple alternatives to the automobile in the form of rail, bus, bicycling, and walking; following smart land use policies that encourage densely built, mixed-use development; and relentlessly marketing those transportation alternatives through programs that include five ‘commuter stores’ throughout the county where transit tickets, bus maps, and other information are available.
“Those three combined have brought down the percentage of people driving alone and increased the amount of transit and carpooling,” said Howard Jennings, Mobility Lab’s director of research and development.
Jennings’ research team estimates alternatives to driving alone take nearly 45,000 car trips off the county’s roads every weekday. Among those shifting modes from the automobile, 69 percent use transit, 14 percent carpool, 10 percent walk, four percent telework and three percent bike.
“Reducing traffic on key routes does make it easier for those who really need to drive. Not everybody can take an alternative,” Jennings said.
Arlington’s success in reducing car dependency is more remarkable considering it has happened as the region’s population and employment base has grown.
Since 1996 Arlington has added more than 6 million square feet of office space, a million square feet of retail, nearly 11,000 housing units and 1,100 hotel rooms in the Rosslyn-Ballston Metro corridor. Yet traffic counts have dropped major roads: on Lee Highway (-10%), Washington Boulevard (-14%), Clarendon Boulevard (-6%), Wilson Boulevard (-25%), and Glebe Road (-6%), according to county figures. Traffic counts have increased on Arlington Boulevard (11%) and George Mason Drive (14%).
“Arlington zoning hasn’t changed a great deal over the last 15 years or so. It’s been much more of a result of the services and the programs and the transportation options than it has been the zoning,” said Jennings.
Arlington serving as a regional model
Across the Potomac, the D.C. Office of Planning is considering the controversial proposal of eliminating mandatory parking space minimums in new development in transit-rich corridors and in downtown Washington to reduce traffic congestion. In Arlington, transportation officials say parking minimums have not been a focus.
“When developers come to Arlington we are finding they are building the right amount of parking,” said Chris Hamilton, the bureau chief at Arlington County Commuter Services. “Developers know they need a certain amount of parking for their tenants, but they don’t want to build too much because that’s a waste.”
Hamilton says parking is available at relatively cheap rates in the Rosslyn-Ballston Metro corridor because demand for spots has been held down by a shift to transit.
“In Arlington there are these great options. People can get here by bus, by rail, by Capital Bikeshare, and walking, and most people do that. That’s why Arlington is doing so well,” Hamilton said.
Hamilton credited a partnership with the county’s 700 employers for keeping their workers, 80 percent of whom live outside the county, from driving to work by themselves.
“Arlington Transportation Partners gives every one of those employers assistance in setting up commute benefit programs, parking programs, carpool programs, and bike incentives. Sixty-five percent of those 700 employers provide a transit benefit. That’s the highest in the region,” Hamilton said.
“There’s been a compact with the citizens since the 1960s and when Metro came to Arlington that when all the high-density development would occur in the rail corridors, we would protect the single family neighborhoods that hugged the rail corridors,” he added.
Monday, March 25, 2013
Bike share is rolling into the Bay Area this summer.
In August, Alta Bicycle Share will launch 700 bikes at 70 stations. Half the bikes will be in San Francisco; the rest will be distributed throughout Palo Alto, San Jose, Redwood City, and Mountain View. The project is being led by the Bay Area Air Quality Management District (known as the Air District), along with the San Francisco Municipal Transportation Agency and other local transit agencies.
Aaron Richardson, a spokesperson for the Air District, said Bay Area residents should expect to see the number of bikes increase quickly.
“We will be growing, this is the initial amount in the pilot,” he said. “We’re actively searching for more funding and sponsorships.” The pilot will cost $7 million. The Air District's website calls for an additional 250 bikes to roll out in the months following the program's launch.
Alta Bicycle Share already runs Boston’s Hubway, Washington DC’s Capital Bikeshare, and other programs in Chattanooga and Melbourne, Australia. The company also has the contract for New York's incipient program. Both Hubway and Capital Bikeshare have proven popular, with Capital Bikeshare logging over three million rides since it was launched in 2010.
Kristin Smith is the communications director for the San Francisco Bicycle Coalition, which has been a big supporter of the the project. She said the Coalition was hoping for more bikes to jumpstart the program. She noted that Washington DC started a bike share program with moderate success in 2008, but when the city joined forces with Arlington County, VA in 2010 and dramatically increased the size of its fleet, Capital Bikeshare really took off.
“That’s a thing to think about,” she said, “not starting too small.” But “we are very excited about bike share. It works all over the world, and it will work in San Francisco.”