Wednesday, January 30, 2013
By Kate Hinds
New York's Grand Central Terminal turns 100 this year. But when it opened, "it was neither grand nor central," said writer Sam Roberts, the author of Grand Central: How a Train Station Transformed America. He talked about the origins of the iconic transit hub on Wednesday's Leonard Lopate Show -- and how it wound up transforming Midtown, spurring the growth of the suburbs, and even contributing to westward expansion.
But its origins were rooted in Cornelius Vanderbilt's competitive streak, said Roberts. The man known as "The Commodore" had taken control of the New York Central Railroad ("ruthlessly," said Roberts, "in the way robber-barons did in that day"). Meanwhile, Penn Station was being built on the other side of town by the rival Pennsylvania Railroad company, and the Vanderbilts "wanted to say 'we have the best and biggest railroad terminal in the world,'" said Roberts.
"They didn't own the land, but they did own the New York State Legislature," he added, "which made it a lot easier."
Tuesday, January 29, 2013
By Kate Hinds
For the first time since Sandy struck the Northeast 13 weeks ago, PATH trains will roll once again between Hoboken and the World Trade Center.
Governors Christie and Cuomo announced service between the two hubs will be restored in time for the Wednesday morning commute.
This marks the first time PATH service will return to its normal weekday schedule since Sandy. The PATH system suffered $700 million worth of damage during the storm (PDF), and the Hoboken station was particularly hard hit. It took seven weeks just to open the station, and partial overnight service was restored on January 9th. Meanwhile, NJ Transit just reopened the Hoboken Terminal waiting room Monday.
Monday, January 28, 2013
Portland has been a national leader in building light rail, but the transit-friendly city is considering buses as the next round of expansion. Portland is seriously considering bus rapid transit for two high-capacity transit corridors it is planning to expand. Nearby, Eugene is adding to its existing BRT lines, rankling some in the community.
There are two high priority corridors in Portland’s long-term transit plan. BRT is on the table, for discussion, in both of them...
Elissa Gertler, a deputy director at the Metro regional government, and the supervisor of the two corridor planning efforts, says there’s one big reason that interest in bus rapid transit may be overtaking light rail: "First and foremost, light rail is expensive. A big capital investment costs a lot of money, and partnership with the federal government in how to fund that has diminished over time, as we’ve expanded our system in this region.”
Bus rapid transit, as pictured above, is a cheaper alternative to light rail lines. Buses are given a dedicated lane to ensure traffic-free travel. Passengers pay before boarding -- similar to subway use -- to speed loading and unloading times. The scheme has proved effective and popular in cities from Curitiba, to Mexico City, to Cleveland.
As has happened in other cities, BRT's flexibility can lead to partial implementation with a kind of BRT-lite. Something that is an option on the table in Portland. Again from Manning's report:
Transit consultant Jarret Walker says the ideal is to run the bus like a light rail train. Easier said than done in the two corridors Portland is studying.
"You have stretches there, where there’s just so much width," Walker says. "There’s only so much space in the road. And in those places, it doesn’t really matter if you’re building light rail or Bus Rapid Transit, the real question will be: Where do you find a path?"
Standing at 82nd Avenue and Division, Metro’s Elissa Gertler says planners are starting with a focus on where people are traveling. This Division corridor includes multiple college campuses. She says administrators see a value in getting their students out of their cars.
"We have heard them say, 'We don’t want to be a sea of parking lots, we don’t want to have to just building parking. We want to invest in educational space, and serving our students,' ” Gertler says.
Oregon knows how to do bus rapid transit as well as any state in the country. According to rankings by BRT proponents at the Institute for Transportation and Development Policy, the Eugene BRT system is the second best in the nation, after Cleveland's. Both cities received a "bronze" rating by ITDP compared to "gold" in Bogota and Guangzhou.
The EmX buses in Lane County around Eugene carry 10,000 riders each weekday through dedicated lanes or with "signal priority," traffic lights that change to green when the buses approach.
A new 4.4 mile proposed extension is drawing opposition, according to this report from OPB's Amanda Peacher.
Kilcoin says the EmX extension will help connect West Eugene residents to downtown, and will improve traffic congestion. The project would widen the road in some places. LTD is also planning a number of other improvements, like two pedestrian bridges, new sidewalks, and an additional bike lane. That's in part why the price tag is so high-- all this is estimated to cost $95.6 million.
And that's the main complaint from groups like Our Money, Our Transit. Along 11th Avenue, opponents of the extension have lined the road with signs that read "No Build" with a picture of the big green bus crossed out.
"It's a really poor use of public funds." Roy Benson owns the Tire Factory, an automotive store along the planned route. As a business owner, he doesn't see any benefits of the new line. "I'll probably never have anybody come here on the bus, and then buy four tires and get back on the bus to go home," Benson says.
Peacher cites other opposition, as well as support from transit riders as is to be expected.The plan is going forward, currently in the design phase with a completion date of 2017 if all goes according to plan.
Monday, January 28, 2013
By Julie Caine
Terminal 2 at the San Francisco International Airport (SFO) has been praised for its modern architectural design, which takes into account the needs of post 9/11 travelers. For instance, T2 has comfortable Recompose Area where passengers can put back their shoes and belts after passing through security check.
Most of the shops and restaurants are also located within the reach from the gates, so that passengers can easily see their flight status. But there is something else that makes Terminal 2 special: its art collection. KALW's Artjoms Konojovs went to the airport, but not to catch a flight. Give a listen:
You may not think of an airport as a place to see art or take an audio tour to learn more about its paintings and sculptures. People mostly come here for one reason: to travel. But the City of San Francisco spent nearly two-and-a-half million dollars on artwork in Terminal 2. It's part of a city ordinance passed in 1969, which mandated that 2 percent of any construction costs be allocated to art enrichment or public art. As a result, SFO now has the most valuable public artwork collection in the city outside its fine art museums.
Above either side entrance to SFO’s Terminal 2 stretch huge artworks of hand-painted glass: bird wings to the left and airplane wings on the right. They are large, impressive, and, if you call a number posted next to the front door, they are explained.
“This artwork ‘Air Over Under’ plays with our experience of flight," says a recorded voice on the phone. "Seattle-based artist Nori Sato said that once we leave our standard point of reference – the ground, it can be hard to figure out where we are.”
Then, the artist picks up where that narrator left off. “Depending on where we are in the air,” says Sato on the recording, “we can be above the clouds, below the clouds, in no clouds, in the middle of clouds, and the image was constructed with that in mind.” It's like a museum audio tour, but in an airport and on your cell phone.
Susan Pontious, director of the Civic Art Collection and Public Art Program for the city Arts Commission, runs the art program at the SFO in terms of the permanent acquisitions.
Inside the terminal, two objects hang from the ceiling on either side of the terminal entrance, right in the middle of the check-in area. Both look like they are made from different sized pieces of plastic.
“These two pieces are called “Topograph” and are inspired by topography of the Bay Area – and they also kind of remind me of clouds,” says Pontious.
The artist very carefully considered suspension mechanism as part of her aesthetic.
“They always remind me of these upside down rain clouds which is very appropriate on a day like today,” says Pontious.
Before the security gates is a small lounge where people can wait for arriving passengers. Most of the walls are covered by artwork from Marc Adams: big red tapestries with bright flowers that were inspired by the Bay Area gardens. It creates a cozy living room-like atmosphere.
“It is a technique and craft that you don't see that much anymore. I think this is one of the reasons they are valuable to us. And they are just flat out beautiful,” adds Pontious.
Near the lounge are a series of doors used by airport personnel to access the gates. We pass through into the Recompose Area, where people put their shoes and belts back on after the security check. The area is bright and airy, and home to an installation called “Every Beating Second”.
“The inspiration for the artist was that this is a place where you maybe took a little bit of a time to look around you and maybe notice some things.”
“Every Beating Second” consists of three nets hanging down from the ceiling. Each is a mixture of pink, purple and blue. Looking closer, travelers who pause to look up can see the nets moving a little bit, as if hovering in a breeze.
If you find yourself waiting for a flight at SFO, take a moment and look around. You can enjoy one of San Francisco's newest, most sophisticated, and expensive art galleries. It's arrived at Terminal 2.
Sunday, January 27, 2013
By Julie Caine
When Roman Mars spoke with Allison Arieff about the design of airports she said, if all airports simply played Brian Eno’s album Music for Airports over the speakers, every airport would be better.
In this episode of 99% Invisible, using the new T2 terminal at SFO as an example, Allison Arieff of the New York Times talks us through some of the considerations that go into designing an airport terminal, how the priorities have changed since 9/11, and how architects struggle to keep pace with ever-changing technology.
Give it a listen:
Friday, January 25, 2013
Another cycling innovation is making its way from the Netherlands to this side of the Atlantic. Cyclodeo is a bike-focused mapping website that pairs videos of bike lanes with Google maps.
The screen grab above shows the view for the small city of Eindhoven in southern Netherlands. A smattering of bike path still photos are strewn about the map of the city. Click on one of the tiles to see what it is like -- from the perspective of a cyclist -- to ride in a number of the city's calm, well-paved bike paths.
What's impressive, and most potentially useful about Cyclodeo, is that each section of the video is geocoded to match the map. That red line is a bike path. Click anywhere on the line to see the frame of the video that corresponds to what that exact part of the path looks like. The site also calculates the distance of that ride and the average speed. It adds up to a pretty solid picture of what a bike trip will be like, all available before you leave the house.
"In the very near future close to 100 km of videotaped cycling rides from Copenhagen will be released," Cyclodeo founder Samir Bendida says. He tells TN the company's bike path mapping is expanding to other cities soon after. "This will allow comparison of cycling infrastructure from different cities which could hopefully inspire city planners to improve their own network for cyclists."
There is already a NYC map posted with a few sample test rides that hint at this use.
Some streets just aren't pleasant rides in Manhattan. Seeing which ones have better bike lanes might help guide a route, or let a cyclist know the safest way home.
Google Street view is certainly a more comprehensive tool with endless panoramas of static images, but as the short sample NYC rides show, a nice urban bike ride is not just about what stripes line the road, but how the lane is respected by cars. A video in this case really is worth a 1,000 pictures when it comes to conveying what it's like to ride on a given street.
Pairing video to a map is a clever use of a new technology even if the sheer immensity of videotaping every bike path in a major city seems prohibitive and potentially an obstacle to turning these sample maps into fully populated cycling tools.
In the meantime though, fans of urban cycling might just enjoy seeing what a ride is like in other cities. Here's Copenhagen during rush hour -- set to opera for some reason -- hectic, safe, and because of the soundtrack, a tad heroic.
Friday, January 25, 2013
By Julie Caine
A prominent bike lane in San Francisco may be suffering because of its unique design. The ambitious, and expensive, bike lane striping of Golden Gate Park stands out from the other projects of San Francisco's bike plan for the criticism it draws from cyclists and drivers alike, in part for a disorienting placement of line of parked cars.
“I think it’s one of the dumbest things I ever saw that they put these stripes down here,” says driver Jimmy Harris of the lanes, pictured above.
Average speeds of drivers and bike riders have both fallen, a success at what's known as traffic calming. But also a stark test case of transportation psychology as users cite narrow lanes and an unusual arrangement of parked cars as confusing.
Ben Trefny and Rai Sue Sussman took a ride along JFK Blvd, with a measuring tape, to see why these particular stripes are raising hackles of bike riders and drivers. Give the audio version a listen.
For a bit of background, the streets of San Francisco are changing. There are separated bike lanes on Market Street. There’s green paint all over the much-used bike path called the Wiggle. The city is definitely becoming more bicycle-friendly.
After many delays, the city’s bike plan is taking effect, with streets long-designed for car traffic being reconfigured for other modes of transportation. Four years ago San Francisco had 45 miles of bike lanes. Today there are 65 and with more on the way. Plus, 75 more miles of streets will be stenciled with symbols designating them as bike-friendly routes. It’s all having a big impact.
According to the San Francisco Bike Coalition, bike trips have increased more than 70 percent since 2006. But the planners’ choices for JFK Blvd. havn't been implemented so smoothly – and it’s flat-out rankled many of the bicyclists it’s supposed to serve.
The wide JFK Blvd. used to have almost no stripes whatsoever. Now, it’s full of them, creating several chutes designated for different purposes: there’s a bike lane at either the edge; then buffer zone; a lane for parking; and then in the center a car lane in each direction.
Last spring, we talked with Leah Shahum, executive director of the San Francisco Bike Coalition, about that project: the striping of Golden Gate Park
“Imagine the parking lanes that are kind of being moved out more into the center of the street, and the bikeway – the dedicated bikeway – will be against the curb, or against the green space, or the sidewalk area,” she said. “So that people biking actually have that physical separation from the moving traffic. JFK we think is a good street to try this because it is a very wide street it's way wider than most streets in San Francisco, so there was room there to try something different.”
It cost at least $425,000 to lay the stripes down – and the MTA estimates more than that to plan it all out.
So, what do the people who travel along JFK think about the new configuration?
“From a drivers’ standpoint, it’s pretty bad,” adds Daly City’s Nick Shurmeyetiv. “Honestly, the first few times I came in – like the first few times it really threw me off. I wasn't sure what was going on. I thought it was a traffic jam, or I don't know what,” he said of the parked cars that appeared to be a lane of traffic.
Frank Jones, from Concord says, “Well, we did pull up and stop behind somebody. And we thought, ‘They're not moving.’ Then we realized – there was nobody in the car! So we went around them.”
A count of cars lined up in the designated parking lane across from the De Young Museum one Friday afternoon showed 11 of 46 vehicles at least partially in the buffer zone. They followed a pattern: typically, each vehicle was aligned with the one in front of it. So if one missed the mark, many more would do the same. And they never missed on the side with car traffic. Only on the side toward the bikes.
“Yeah, you know the roadway, the width is a little narrower, but for the most part, this isn't a place to be going really fast from A to B,” says Peter Brown, who works as an SFMTA project manager.
If it’s the SFMTA’s goal to slow traffic on JFK, it’s been successful.
For cars, average speed has dropped about two or three miles per hour since the road was striped, according to a preliminary report. It makes sense, as the thoroughfare is much more narrow, now, and cars have to fully stop if anyone in front of them is trying to park.
Average bike speeds have also dropped, from an average of 14-and-a-half miles per hour to less than 13 during the week and a little slower on weekends. The report suggests that’s because bicyclists who used to cruise really fast up or down Golden Gate Park now have to slow down for other cyclists and the people who are trying to get across the bike lanes to their cars. Calming traffic, on paper anyway, arguably makes the route more accessible and safer.
The SFMTA surveyed people who use JFK both before and shortly after the new stripes went in. Almost 90 percent of responders felt like they understood the striping, but only about 60 percent liked it. Some people, like Lita Ward, don’t.
“I've had several incidents where I've nearly collided with people getting out of their cars, that are crossing the bike lane into the sidewalk area,” says Ward. “Obviously, we can't stop quickly enough... I think it's a great concept, but drivers need to be aware of what that change means for bicyclists."
It didn’t take long, wandering around JFK to see that scenario unfold. Just west of the De Young, two teenagers on mountain bikes blew through a stop sign on the downhill slope. A pedestrian crossing the bike lane to get to his car had to jump out of the way as they rapidly approached. The kids obviously hadn’t anticipated his presence, and the pedestrian didn’t notice until it was nearly too late.
Some people think better signage and public awareness campaigning would solve some of the ongoing issues with the newly striped lanes of Golden Gate Park, including longtime bike activist Chris Carlsson, who runs Shaping San Francisco, which looks into ways to improve the city.
“A proper educational campaign, in conjunction with an infrastructural transformation, I think could be really successful,” says Carlsson, who is one of the founders of Critical Mass.
The people who most advocated for – and implemented – the striping of Golden Gate Park are examining the effects. The SF Bike Coalition has a webpage devoted to the “JFK Separated Bikeway Project.”
The page addresses some of the problems: cars that aren’t parked where they’re supposed to be; people crossing the bikeway without looking. SFMTA has a page called the JFK Cycletrack. It includes a survey in which people can share their thoughts about what they like and don’t like.
Even with the imposed structure, people are making the new configuration work for them. Sporty bicyclists take the car lane (which is allowed) to avoid slower-biking tourists and families; pedestrians walk in the bike path to avoid sprinklers; and cars drive through like they did before – only slightly slower.
But more than six months in, because of ongoing parking issues and -- for San Francisco -- the unusual off-curb parking situation, it appears that the striping of Golden Gate Park is not working quite as it was originally imagined. The removal of more than 80 parking spaces alone will be enough to change usage of the road. And unless a large-scale redesign is implemented, an experiment in shared road design may simply require users to get used to a number of imperfections.
Friday, January 25, 2013
(Beth Fertig - New York, SchoolBook) A day after New York City said it would pay car companies directly to transport eligible children with special needs to school, parents and teachers say the system, like so much else related to school bus strike, has presented challenges.
“They have to go up to the school to get this voucher form that they have to fill out but now when they call the cab companies in their various neighborhoods the cab companies don’t know anything about it,” said Joseph Williams, president of the Citywide District 75 Council and the father of a son with autism.
The Department of Education announced Wednesday an arrangement with the Taxi and Limousine Commission that allows some families of children with disabilities to avoid having to pay first for car service and then wait for reimbursement. The D.O.E. said it would pay the car services, to ease the hardship for families during the school bus strike
The problem, many families say, is that the car services don’t know about the new payment system.
D.O.E. spokeswoman Marge Feinberg said the T.L.C. lined up the participating livery car companies, which is why families are supposed to fill out a form at school, or at their local committee on special education, to obtain a taxi voucher. They’re then given the name of approved vendors.
But Williams said he heard complaints from two different parents Thursday that word had not spread to the car companies. So he called a couple himself to see what was happening.
“I spoke to the dispatcher, ‘Do you know anything about it?’ I spoke to his boss and he said he hadn’t heard anything about it. And this was two car companies in Brooklyn,” he said, adding that he alerted the superintendent of District 75, which serves thousands of severely disabled students who normally depend on the yellow buses.
Beth Brady, a special education teacher at a District 75 middle school in Washington Heights, P138M, said she has a class of 12 students, most of whom use wheelchairs. But she said only one of them has been making it to school since the strike began because he’s ambulatory and lives closer to the school than the others.
“I was making a lot of phone calls today to share that information with them” she said, of the free taxi vouchers for lower income families. “They were asking which companies take the vouchers and we don’t have a list of that. So we’re still working on what cabs and limos would even take the vouchers. That’s a missing piece.”
Brady also said many parents can’t afford to take time away from work to accompany their children to and from school by either mass transit or a taxi. Her students come from both Manhattan and the Bronx.
Free Yellow Cabs for Children in Wheelchairs
Meanwhile, an umbrella group for some of the small yellow cab companies is offering free wheelchair accessible taxis to disabled children during the strike.
Mark Longo, information director for Taxi Club Management, said: “I’m probably getting somewhere in the neighborhood of 20 to 30 phone calls every hour” from families looking for transportation help.
Longo said Taxi Club Management has about 130 of the city’s 233 wheelchair accessible yellow cabs among its fleets, and that C.E.O. Gene Friedman felt strongly about wanting to help the city’s students.
Longo said families should contact him via email to make arrangements in advance at email@example.com or call the city’s Accessible Dispatch Service, (646) 599-9999.
However, he said, Taxi Club Management doesn’t have enough cars to meet the demand and services can’t be provided outside the five boroughs. He said he is working to line up alternatives.
Transportation is especially complicated for children with the most serious disabilities because they often travel far from home to get appropriate services.
Michelle Noris’s nine year-old son, Abraham, attends the Henry Viscardi School on Long Island because he has cerebral palsy and a movement disorder called chorea. He has epileptic seizures and uses a wheelchair to get around, and a feeding tube for nourishment. The fourth grader has been taking a small wheelchair-accessible bus to school since first grade, with three other children and a matron.
Now, Noris said, she and her husband are splitting transportation duties each morning, taking Abraham to Long Island in their minivan and getting their other child to his neighborhood elementary school. She said they’re reimbursed 55 cents for every mile they travel with Abraham in their car which means return trips aren’t covered.
“It’s a 19.1 mile trip each way,” she explained. “We do it twice a day. So that works out to about $21 a day in reimbursement which just about covers the gasoline.”
These trips consume four hours each day, and since she’s paid by the hour as a professional engineer that means she’s making less money.
“They’ve offered that they would pay for car service but again, the car service they only pay while he’s in the car and of course we have to go with him, no one lets a nine-year-old child into a car service,” she said. “So that would be even more difficult financially because then I would be in Albertson, Long Island, and how would I get home?”
Noris and other families worry about the children with special needs who aren’t making it to school because of these complications. In addition to lost school time, many are also missing out on related services such as speech and occupational therapy.
Waiting on the Labor Board
The city is trying to get more school buses on the road by encouraging companies that employ drivers who aren’t striking to take a CPR course and four-hour training program. This way, they can cover for striking escorts.
Some of those bus companies employ escorts in the striking union, Local 1181 of the Amalgamated Transit Union.
Other bus companies are picking up more students than normal. And some are training replacement workers.
Meanwhile, the head of the National Labor Relations Board’s regional office, James Paulsen, said he has finished his investigation of the bus companies’ complaints against Local 1181 and their request for an injunction to stop the strike. But Paulsen said he could not make his recommendations public. They were sent to the NLRB’s Division of Advice in Washington, D.C., where lawyers will consider the matter.
A decision is likely next week, he said.
If the NLRB sides with the bus companies, it will go to federal district court in Brooklyn to seek an injunction.
Beth Fertig is a senior reporter at WNYC. Follow her on Twitter.
Thursday, January 24, 2013
By Kate Hinds
Listen to the audio from Thursday's press conference:
"In 2011, I authored a law called TrafficStat," said Jessica Lappin, who represents the Upper East Side. "The goal was to shine a light on the most dangerous intersections in the city." She and Bronx council member Jimmy Vacca recently sent a letter to DOT commissioner Janette Sadik-Khan. It reads, in part: "Although the DOT has been legally required to provide the information noted above to Council Members and Community Boards since June 2011, to our understanding it has yet to do so. The Council has requested copies of traffic safety reports in recent months without success."
The law requires the DOT to identify the city's twenty highest crash locations and then come up with a plan to make them safer. In addition, it requires the DOT to inspect the locations where fatal traffic crashes occur within ninety days.
A clearly frustrated Lappin said it wasn't clear whether the DOT is inspecting the locations of fatal crashes. "How would we know?" she said "They haven't told us that they have. If they have, they should tell us."
A representative for the DOT, reached after the press conference, took issue with the council member's characterization. Spokesman Seth Solomonow said when it comes to traffic safety, "the last five years have been the safest in city history."
The press conference comes a day after the NYPD posted data on traffic crashes online, but then acknowledged that data was raw and contained "overcounts."
Lappin said the council has been asking for the information for five months. "And they keep saying 'oh, it's coming, it's coming, it's coming,' and we're just sick of waiting."
She said given the DOT's emphasis on safety, she was surprised by the agency's lack of compliance. "This is an administration that we know takes safety very seriously, so I don't understand why they are not complying with this law. We have been asking for months now for them to release this information, and they keep telling us it's on the way. But we don't want to wait when there are lives on the line."
"I don't care how cold it is," said Vacca. (Reporter's note: the temperature at 10am was 14 degrees.) "I think that we in the city of New York have been in the deep freeze too damn long at the Department of Transportation."
It wasn't clear exactly how the council planned for force the DOT's hand. Lappin said, "we're going to keep pushing them." A member of Vacca's staff said that the councilman would explore the possibility of an oversight hearing if DOT doesn’t comply "soon."
In his statement, the DOT's Solomonow said: "From the landmark pedestrian safety report to annual traffic fatality numbers to street-specific studies, there’s never been more safety data available for New Yorkers. This particular law requires not simply reporting statistics but then identifying locations and taking steps to make each even safer. In practice, this report goes above and beyond the law, documenting the engineering, designing, community outreach, scheduling and implementation efforts that have already brought community-supported safety redesigns to these locations. DOT continues to work overtime on safety, and not a single project has been delayed by this report, which we expect to be complete in a matter of weeks."
Thursday, January 24, 2013
(Michael Pope - Washington, D.C., WAMU) Members of the Alexandria City Council are about to consider whether or not bicycle owners should be forced to register their bikes and pay a fee.
Tucked away in the Alexandria city code is a provision, largely ignored, requiring bicycle owners to register with the city and pay a 25-cent registration fee. City Councilman Justin Wilson admits he is in violation of the policy.
"I've tried. I've actually tried," Wilson says. "We don't make it very easy to register your bike."
As it turns out, nobody registers their bicycle because nobody knows about the provision, which dates back to 1963. Wilson says city officials are now looking at the existing policy to determine what kind of changes might be needed to enforce the measure.
During a recent public hearing, Old Town resident Kathryn Papp said mandatory registration would be a good idea.
"Cars are registered and charged a fee. Motorcycles are registered and charged a fee," Papp says. "Almost every vehicle on the roadway is registered and charged a fee."
Papp says registration would also make stolen bicycles easier to recover, and revenues from a small annual fee could go towards building addition bicycle facilities.
City Council members are expected to consider recommendations in the spring.
Wednesday, January 23, 2013
By Martin DiCaro : WAMU
Commuters are skeptical that congestion pricing will reduce traffic in the metropolitan Washington area and raise revenues to fund transportation projects. Instead, they favor alternatives to driving -- commuter rail, express bus service, or bicycling/walking.
A report released Wednesday by the National Capital Region Transportation Planning Board (TPB) weighed the attitudes of 300 area residents who participated in five forums: two in Virginia, two in Maryland, and one in the District of Columbia. The participants were asked to consider three scenarios: 1) placing tolls on all major roadways, including interstate highways; 2) charging a per-mile fee measured by GPS systems installed in cars; and 3) creating priced zones similar to a system in London that would charge motorists to enter a designated area.
These attitudes are being probed at a delicate time for transportation funding in the region: Virginia's governor is proposing the elimination of the state gasoline tax -- while Maryland is looking at increasing theirs. Meanwhile, the area's largest transit project, the Silver Line, has yet to be fully funded.
But the funding scenarios posed to study participants received tepid support.
“This study shows people are cautiously open to concepts of congestion pricing, but they really need to see if it’s going to work, and they have doubts about that,” said John Swanson, a TPB planner.
“They really want to make sure that there are clear benefits, that [congestion pricing] is going to fund new transportation alternatives… particularly transit and high quality bus [service],” he added.
Scenario one – charging tolls on all major roadways – was supported by 60 percent of study participants, who engaged in extended exchanges of ideas and opinions. Scenario two – using GPS to track miles traveled – was opposed by 86 percent, even though drivers’ actual routes would not be tracked, only the number of miles.
“I don’t want to discount privacy concerns,” Swanson said. “I don’t think, however, the concerns were simply the classic ‘big brother’ concerns. There was a lot of code language for broader anxieties. It was a complicated proposal that was hard to understand. It seemed to be hard to implement. A lot of people said it looked like it would be expensive to implement and, frankly, they are right.”
The study participants spoke of congestion in personal terms -- family time robbed, the stress of dealing with incessant traffic. Most commuters said driving is not a choice.
“The availability of other options besides driving—such as transit, walking and biking—increased [the] receptiveness to pricing. Participants also spoke favorably of proposals that would maintain non-tolled lanes or routes for those who cannot or do not want to pay,” the report said.
Transit advocates say the report shows shaping land use strategies to improve access to transit and create walkable, densely built environments is the best way to mitigate the region’s traffic jams.
“Newcomers to the region are very frequently choosing the city or a place near transit rather than a place where they have no option but to drive,” said Stewart Schwartz, the executive director of the Coalition for Smarter Growth.
“What’s most interesting about this report is that it was an effort to seek public support for congestion pricing, but what it documented was the much stronger support for transit and improvements in how we plan land use in order to give people more choices to get around,” Schwartz added.
The study’s authors – the TPB partnered with the Brookings Institution – found most participants were unaware the federal gas tax (18.4 cents per gallon) hasn’t been raised since 1993. However, they also favored raising the gas tax as an easier, fairer alternative to implementing a congestion pricing program.
Support for increasing the gas tax increased over the course of the sessions -- from 21 percent when the study convened to 57 percent upon its completion.
The gas tax “is a hidden fee,” said Swanson. “We learned that people actually like that. There is a general sense of the invisibility of the gas tax being a problem and potentially a benefit, something that’s strangely attractive to people.”
Eighty-five percent of study participants identified transportation funding shortfalls as a critical problem, yet expressed doubts the government would make the right choices if additional revenues were made available through congestion pricing.
TPB board member Chris Zimmerman, who's also a member of the Arlington (VA) County Board, took exception to the wording of the study’s questions using the word “government” because he felt it provoked a negative response.
“If you are trying to interpret what people say, you have to be careful of what question you ask them,” Zimmerman said. “I think people get that there is a lack of funding. They also get the fact there are a number of other problems. There aren’t alternatives. For many in this region, they drive not because that’s what they are dying to do, but because they have no choice.”
Zimmerman, who background is in economics, said it should be no surprise people are lukewarm about congestion pricing proposals, given the lack of alternative modes of transportation in some places. He is also unsure congestion pricing will work.
“The way roads are run is there is basically no pricing of them at all. Even if you are paying a gas tax it’s not related to your use of any particular road. An economist looks at that and says of course you are going to get inefficiency and congestion,” Zimmerman said.
“You are not talking about going from the current situation to instantly pricing everything perfectly. You are talking about implementing costs on particular segments of roads and that gets a lot more complicated because there are secondary effects," Zimmerman said. "We price one thing and many people shift to some other place. Well, where is that some other place?”
“In practice, implementing that is very difficult.”
The Washington region saw two major highways shift to congestion pricing in 2012. Maryland's Inter-County Connector charges variably priced tolls; the 495 Express Lanes charge dynamically priced tolls and offer free rides to HOV-3 vehicles.
In the case of the Express Lanes, the state of Virginia will not receive toll revenues for 75 years as per its contract with its private sector partner, Transurban, and it remains to be seen if the new toll lanes will ultimately reduce congestion in the heavily traveled corridor. The ICC also has its critics, who say the recently constructed highway was a waste of money.
Tuesday, January 22, 2013
Governor Andrew Cuomo is offering more details on how he'd like to spend federal Sandy recovery funds -- even though Congress hasn't yet passed the legislation. When he unveiled his $142 billion budget Tuesday, Cuomo laid out how the state will allocate a hoped-for $30 billion in aid, including:
- $2 billion for replacement or mitigation of 2,000 miles of highway
- $6 billion for mitigation for MTA and Port Authority, including vent covers, tunnel bladders and pumping capacity to protect transit tunnels.
- $159 million for coastal mitigation – $34 million to repair Fire Island inlet and $125 for “soft barriers” like dunes on beaches
- $2 billion to harden energy utilities
Read Anna Sale's story at WNYC.
NY’s South Ferry Station Closed for Foreseeable Future (link)
As PATH Resumes after Sandy, Questions Remain about Agency, Flood Plans (link)
Totaling Sandy Losses: How New York’s MTA Got to $5 Billion (link)
Transit in NYC Suffers “Worst Devastation Ever” (link)
Tuesday, January 22, 2013
By Julie Caine
After eleven years of construction, the Bay Bridge’s new eastern span is set to open to traffic this fall.
Meanwhile, the Regional Oral History Office (ROHO), part of University of California-Berkeley’s Bancroft Library, is soliciting stories from people who were there when the original Bay Bridge opened in 1936.
Sam Redman, a ROHO historian, recorded a number of interviews with folks who remember that time. He shared excerpts with KALW’s Steven Short.
"The clips that I’m sharing today are from people who happened to be in the Bay Area at the time," said Redman, "people who were working on the bridge—Rosie the Riveters or tow truck drivers and engineers and other people that worked on the Bay Bridge."
Redman played a few soundbites from the World War II generation who actually watched the bridge as it was actually constructed.
Like Ralph Anderson.
“It was going to be wonderful. I didn’t realize that the ferries wouldn’t be there anymore. But to go across the bridge on the Key System trains, the whole lower deck was trucks and trains. And that worked out great, I thought that was a good system. And to go across the bridge for a quarter, I was impressed and pretty soon the bridge was going to be paid for and you wouldn’t have to pay anything.”
(Currently tolls on the Bay Bridge are between $4 and $6 dollars, depending on the time of day).
Yes, you read that right: the lower deck of the Bay Bridge, as it was initially constructed, carried rail. The Key System operated from 1938 to 1958.
"One of the interesting thing about this series," said Redman, "is learning about some of the failed proposals that we’ve had for bridges, including a span that would have run similar to the Bay Bridge from Alameda, south of the current Bay Bridge into San Francisco to alleviate some of that traffic congestion that was building up early on on the Bay Bridge. It exceeded all traffic projections almost right away."
Redman said one of the things that amazed him while conducting the Bay Bridge's oral history project is "the way people have worked have changed on the bridge since time it actually started. Like Bay Bridge painters, for example. New rules and regulations mean that for their actual work it takes longer to paint the Bay Bridge, but that’s to actually keep the Bay that’s beneath them healthy. Before, the paint would just go directly into the Bay."
Here's a remembrance from Berkeley resident Norma Grey:
“In 1936, they just summarily announced that we were going to California. And it was precisely because my dad could not find a job. And so he borrowed $100 from his brother, put his three little girls and what possessions he could put in a Model T Ford and drove across the country. He stopped in Berkeley. Their plan was San Francisco, but it cost 25 cents to go across the new Bay Bridge.”
"Twenty-five cents would have been enough to buy a meal for the evening for the family," said Redman. "I think that puts in context how hard times really were. And it gives us a little insight into the folks who worked on the Bay Bridge. Job openings at the Bay Bridge or the Golden Gate Bridge would have looked pretty appealing at that time, even though they were pretty dangerous jobs."
Redman added that the working conditions at the time helped keep construction costs down -- compared to today.
You can see differences in terms of safety, in terms of pay, in terms of all sorts of workplace conditions changes. In the course of building new bridges, people will look at the old Bay Bridge and the Golden Gate Bridge and say, gee, these were completed on budget and on time. But it’s because of a remarkable range of changes in labor that are actually good changes in many respects.
Tuesday, January 22, 2013
(Beth Fertig - New York, SchoolBook) In his showdown with striking school bus workers, Mayor Michael Bloomberg has repeatedly cited what seems like an astronomical figure: yellow bus service costs, on average, $6900 per child a year. That’s twice as much as Los Angeles spends per child.
The reasons are complicated. But they have to do with an industry that’s enjoyed an unusual monopoly for decades, as contracts got renewed again and again without competitive bidding; a union whose former president was sent to prison because of ties to organized crime; the growing number of students who depend on busing; and school bus routes that are considered highly inefficient.
There’s a long and storied history of scandals in New York City’s school bus industry. In 2008, the former president of Local 1181 of the Amalgamated Transit Union, Salvatore “Hotdogs” Battaglia, was sentenced to four years and nine months in federal prison for racketeering. Battalglia admitted to taking payoffs from Genovese crime family members in exchange for agreeing not to unionize some of the school bus companies doing business with the city. Two other union leaders were also convicted.
“The union was found by federal prosecutors to be controlled by the Genovese crime family,” said Richard Steier, editor of The Chief newspaper, which covers city labor. Local 1181 under new leadership but its president was on the same board that served under Battaglia.
In 2009, seven city Department of Education employees were sentenced for taking bribes from bus companies, in exchange for looking the other way during inspections and giving them more lucrative bus routes.
“They’ve managed to prosper in return for making those payoffs,” said Steier, of the bus companies. “So it’s been pretty much a business arrangement rather than a question of victims.”
Bus Contractors Under Scrutiny
Four of the bus companies that were investigated in connection with the bribes continue to do business with the city. No criminal charges were brought but the companies must pay for an independent monitor. These companies include Jofaz Transportation, which currently has $318 million in contracts with the city, and Logan, which has $340 million. The Logan family owns a few other companies that have city contracts.
The Department of Education said Logan and its affiliated companies “have consistently provided safe and timely transportation” to city students. Logan and Jofaz were given two-year contracts in 2010 instead of the usual five.
One of the companies that was investigated for paying off Battaglia is Atlantic Express. Its owner, Domenic Gatto, claimed he was a victim of extortion and his spokeswoman noted that the U.S. Attorney acknowledged that was true, in open court. He was never convicted or implicated in any crime.
With all these problems, the obvious question is why the city continues to renew its contracts with the same bus companies year after year. More than 40 companies have contracts with the city. The city hasn’t bid out the contracts since 1979, when it ended the last bus strike by agreeing to employee protections.
The biggest school bus contractor appears to be Amboy Bus Company, which is affiliated with Atlantic Express. Amboy has $2.3 billion worth of contracts with the Education Department. These companies along with their employees have made more than $47,000 worth of donations since 2000, state and city records show. Atlantic Express spent $20,000 lobbying the education department last year and $25,000 lobbying city council members.
Steier, of the Chief, said Gatto and his companies enjoy “most favored nation status” because of connections to the Staten Island Republican party. In a particularly colorful episode, Gatto pulled out a gun once during negotiations with the city, though his lawyer said he was just illustrating a point.
Many observers believe the city was afraid to bid out its bus contracts because of what happened the last time it did that – the 1979 strike lasted three months. Officials don’t want to disrupt services more than a 150,000 students who depend on yellow buses.
Where the Money Goes
In 1980, the city spent $71 million on pupil transportation. Those costs ballooned to over a billion dollars last year. The number of students taking yellow buses has soared since then but the city still believes this price is much too high, because it translates to $6900 per student.
Local 1181 insists its members aren’t benefiting tremendously from that price tag. John Tomblin, who’s been driving a school bus since 1978, said he made $257 a week back then. Today, he said he makes more than four times that figure but it hasn’t kept up with the cost of living. He lives on Staten Island. “It’s $1200-1500 a month for a two-bedroom,” he said. “Every day life costs a lot of money from 35 years ago.”
The top salary for the union’s bus drivers is now $55,000 a year. That’s about the same as MTA bus drivers.
Lee Adler, who teaches collective bargaining and labor law at Cornell University’s School of Industrial and Labor Relations, said Local 1181′s history of corruption hasn’t led to higher pay for its members. Average salaries are about $35,000 according to the union. “They seem to be not exorbitant and not out of whack with what I understand to be the wages of transportation persons in the greater New York City area,” said Adler.
But base salaries are deceptive said Elizabeth Lynam, vice president and director of state studies for the Citizens Budget Commission, who published a report on the costs of pupil transportation in New York State. She noted that school bus drivers in Local 1181 get nine weeks of unemployment during the summer from the bus companies. “That’s extremely unusual for school employees,” she added.
The school bus companies claim their rate structure is only adjusted for inflation and doesn’t keep up with the rising costs of fuel and labor. The coalition of about 20 companies that employ Local 1181 drivers said 80 percent of revenues received from the city go to employee salaries and benefits.
Companies also claim the employee protection provisions (EPP’s) put them at a disadvantage. If one company goes out of business, whatever company picks up its business is required to pick up displaced union workers and pay them at the same rate. The union argues that these protections guarantee an experienced, safe workforce. Though the city says any workers who are hired to drive buses and escort students will have to be properly trained.
The Department of Education cites its pre-k bus contracts as evidence that competitive bidding can work. It says it saved $95 million over five years when it bid out these contracts in 2011 without the EPPs.
The Route of the Problem
But labor is just one area for potential savings. Lynam and others believe the city needs to make its bus routes much more efficient, because too many buses are driving around with just a few students on vehicles that could transport more than 60.
The city currently has 7000 bus routes, more than twice as many as in 1990. About a third of the students who take yellow buses have special needs. These students are the most expensive to transport because they require escorts, or matrons, and door-to-door service. Some attend private schools in Long Island or Westchester at city expense because there are no appropriate public schools here that can meet their needs.
There are also more general education students taking yellow buses. Mayor Bloomberg’s administration has opened about 500 schools over the last decade in an effort to give families more choices, whether in their own neighborhoods or elsewhere.
The city tried restructuring its bus routes in 2007 but that proved to be a disaster, with children stranded in the winter cold. Lynam, of the Citizens Budget Commission, said reforming the routes will be key to long-term savings. But it’s complicated. If drivers start earlier in the day, to pick up more children, that means working more hours.
“Should they pay overtime? What’s the best way?” she asked, acknowledging reform will involve lots of difficult questions.
But the complex logistics are among several challenges to overhauling the school bus industry. As he enters his last year in office, Bloomberg said this week he wished he had tackled the issue earlier in his tenure.
With reporting by WNYC’s Robert Lewis
Monday, January 21, 2013
By Jim O'Grady
New York subway buffs are male and female, young and old, and come from many backgrounds. What unites them is their quest to prove they know more about the transit system than you do. And now there's a gladiatorial forum for that: The New York Transit Museum's Subway Trivia Night.
About 170 contestants formed into teams and jammed around tables in a low-ceilinged room to grapple with 60 questions posed by quizmasters Stuart Post and Chris Kelley. The museum is housed underground in the former Court Street subway stop in Downtown Brooklyn. The space has no internet connection so the trivia buffs were forced to rely on an antique information device: the human brain.
Post gave the first question: "What shape was cut out of the very last version of the New York City subway token?"
Contestant Jen Petey polled her teammates. Two suggested the "Y" in NYC. She overruled them and wrote "pentagon" on the team's answer sheet.
Post said, "The shape cut out of the last token is ... [dramatic pause] ... a pentagon."
Petey banged her hand on the table. "I was right!"
Trains and train systems have long drawn devotees. The most rabid are called "foamers" because they figuratively foam at the mouth while displaying their mastery of the arcane. This crowd was gentler, less foamer than nerd.
The answer that got the loudest response was to the question, "Whose office do you reach when you call 212-594-SKIN?
Answer: Dr. Jonathan Zizmor, famous for decades of graphic ads that promise to cure all manner of disgusting dermatological disturbance.
In the end, first prize went to a team named, The Takers of Pelham 1-2-3, a play on the title of the movie. They got 54 1/2 out of 60 questions right, beating out teams with like Whole Lhota Love, My Fare Lady, and No se apoye contra la puerta (Don't lean against the door.)
The Transit Museum declared the event a success and promised a rematch in 2014. Nerds, you have twelve months to get ready. (Click here to see more photos of the event.)
Friday, January 18, 2013
New York City's newest express buses were designed to be easy to spot from a distance with two flashing blue lights in the marquis. But, Friday afternoon, the MTA said it was turning off the blinking deep blue indicator lights to avoid any chance that drivers might confuse the Select Bus Service buses for oncoming an emergency vehicle when viewed in a rear view mirror.
City Council Member Vincent Ignizio of Staten Island lobbied the MTA for the change. "We have trained the public that when they see blue flashing lights to get out of the way and all emergency vehicles to get to said emergency," he said. "Buses are not emergency vehicles." Drivers in his district told him they felt like they were being pulled over by police only to find it was a bus approaching.
Removing confusion for drivers however, might shift confusion to bus passengers. It could also deal a set back to NYC's plan to spread a new and improved brand of express bus service known elsewhere as bus rapid transit. To move buses faster under this scheme, buses are given dedicated lanes and passengers pay before they board using vending machines at bus stops.
The MTA Announcement:
Reacting to specific concerns, MTA New York City Transit has agreed to turn off the flashing blue lights that have served to alert riders to the arrival of Select Bus Service buses (SBS) since the speedier service was introduced. This measure is being taken to eliminate the possibility of confusing the vehicles with volunteer emergency vehicles, which are entitled by law to use the blue lights. We are currently in the process of developing an alternate means of identifying SBS buses.
"Those lights distinguish the Select Bus from the local bus," a spokesperson at Institute for Transportation and Development Policy explained in defense of the lights. ITDP advises cities -- including New York City -- on building and designing bus rapid transit systems. “We expect that if those lights go off, passengers will be confused about which kind of bus is approaching, which is important, because there are two different fare systems,” the spokesperson said. Passengers need to know if they should pay at the vending machine before the bus arrives, or they risk missing it. NYC passengers pay for local buses on board.
Rather than a deciding between two types of confusion, the MTA's choice to darken the blinking blue bus lights seems to have been more of a legal one, as Ignizio describes it. NY state traffic law states that colored flashing blue lights are reserved for emergency vehicles, specifically volunteer firefighters.
Ignizio made the legal case to the MTA after personally finding the lights confusing and putting the question to his Staten Island constituents. More than 100 people on Facebook agreed with him, he said.
Ignizio met with then-MTA head Joe Lhota, now a mayoral candidate, and made the case for turning off the lights. Ignizio says, Lhota said he would do something about the lights. And now the MTA has.
The bus rapid transit experts at ITDP say other cities use different ways to distinguish an express bus from a local. Some cities paint buses different colors, for instance. The MTA is considering what indicator will replace the flashing blue lights.
When asked how many complaints the MTA received from confused motorists about the lights, a spokesman said, "one." In 2008 (the year the service was launched). In the Bronx.
Tuesday, January 15, 2013
(Michael Pope, Alexandria Virginia -- WAMU) What happens when the principles of smart growth collide with transit planning? That's the case on Jefferson Davis Highway in Alexandria, where a new affordable housing complex is planned, but it comes saddled with a paid parking lot.
Land-use attorney Duncan Blair presented the application to council members as an unusual sort of "Easter egg."
"Probably this is the number one issue in the city," Blair says. "It's the number one issue on the campaign trail. So I'm like the Easter Bunny bringing you exactly what you want, which is 78 new units of affordable housing for a 60-year period."
But some neighbors say this is a case of rotten eggs.
"Duncan, why does the Easter Bunny have to park his car on East Lynhaven Drive?" asks Joe Bondi, president of Lynhaven Citizens Association.
He and many of his neighbors are concerned about the city's decision to separate parking fees from rent. The idea is to discourage the use of automobiles, but Lynhaven residents say they are concerned the new residents will park on the street.
"The choices that people make who will live in this building are different than the choices that people make who live in market-rate buildings," Bondi says.
Alexandria's two new council members opposed the city s efforts to charge extra for parking. Councilman John Taylor Chapman says many of the lower income residents who live in the building may not be able to use the bus rapid transit system to get to work.
"Maybe they are a school teacher, and maybe they don't work in Alexandria," Chapman says. "Maybe they work in Fairfax or Loudoun County or wherever. Our BRT is not going to get them to their job. They are going to need a car."
Chapman and newly-elected Vice Mayor Allision Silberberg voted against the proposal, but a majority of elected officials sided with the developer's plan to charge separately for parking and rent.
Tuesday, January 15, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) A coalition of homeowners groups is ready to celebrate a victory in defeating a proposal to build a highway through the last sliver of nature still standing in the concrete jungle of Tysons Corner, Virginia.
Today the transportation committee of the Fairfax County Board of Supervisors is expected to kill a plan to build a road down the middle of Old Courthouse Spring Branch Park, a 33-acre green space, the last buffer between urban development and hundreds of single family homes.
The park is a border between two urban environments. As shown in this satellite imagery, the city meets the park like a tide of concrete at the shores of nature. On the other side of the narrow park, it's orderly suburbs laid out like a microchip. Two ways of living protected from each other by forest, a forest it seems, both sides want to keep.
The board is responding to the protests of the group Save Tysons Last Forest, which pleaded with county transportation planners and supervisors to pick one of the other two options under consideration; the proposed highway is part of the county’s plan to enhance the road network around Tysons Corner as its population is expected to increase dramatically over the next several decades to 100,000 people.
“I think we are going to win, although you never know. It’s never done until it’s done, but we are very confident that the county supervisors, the congressional delegation, everyone has looked at this and said, we can’t destroy this,” said Tom Salvetti, who lives next to the park, where he walks his German Shepherd Kelsey daily.
One reason why Salvetti and his neighbors love Tysons “last forest” is its abundance of wildlife. A WAMU reporter walking the park’s leafy trails with Salvetti on Monday spotted a small herd of deer.
“And there are at least four bucks in these woods as well,” said Salvetti, who said he regularly sees fox, turtles, aquatic birds, woodpeckers, and other creatures near the forest’s stream which runs underneath Pike 7 Plaza and all the way to the Potomac.
“Having woods here in Tysons Corner is very important. Walk around Tysons. It’s all concrete and this is green space. This is dirt. This is nature,” he said.
Neighbor Lance Medric praised county leaders for listening to the complaints of residents, more than 600 of whom signed a petition, who opposed the highway plan.
“It means saving the few last trees that are still around. Everybody talks about it but it’s a lot easier to get rid of them. And this is a natural barrier between thousands of single family homes and a city,” he said.
The Fairfax County Board of Supervisors are expected to take the proposal to build the connection to the Dulles Toll Road through the forest off the table today. The ramp would have connected the Toll Road to an extended Boone Boulevard.
Monday, January 14, 2013
Even with smartphone maps, a waffle iron street grid and numbered streets in most of Manhattan, too many pedestrians are getting lost in New York City according to the NYC Department of Transportation. The solution, or part of it, will begin rolling out in March: maps. Lots of them. Designed just for pedestrians to be placed on sidewalks and eventually on bike share stations all around the five boroughs.
"We have a great system of signage for cars, but we don't have a good system of signage for people," said Jeanette Sadik-Khan, NYC's Transportation Commissioner. (Earlier this week she unveiled newly designed, and less cluttered, parking signs). Starting in March, New York City will install 150 'wayfinding' signs on sidewalks in Manhattan, Brooklyn and Queens as part of a citywide system that will roll out in phases at a cost of $6 million, most of it borne by the federal government, the rest by local business improvement districts.*
The sidewalk signage will show pedestrians where they are and which way they are facing -- a study last year found that many New Yorkers couldn't point to north when asked. Transit, local attractions, and businesses are placed on a large map of the local street grid with circles indicating where you can reach with a five minute walk, and how long it will take to get to other attractions. Like countdown clocks in subways, knowing the time and effort involved in a trip can make it more appealing. The signs, the DOT hopes, will encourage more walking.
"We're very excited about it and think it will be a big boon, not only for visitors ... but also for business." A slowly ambling customer visiting a new neighborhood, or a new route, is much more likely to check out a new shop than a driver is to stop, park, and peek in.
"New York is a perfect place to have a wayfinding system because nearly one third of all trips are made by foot," Sadik-Khan said. A little encouragement to walk could be a tipping point to leave the car at home, she says, pointing out that a quarter of all car trips in NYC are less than a mile, a distance people could walk.
The signs will roll out in Chinatown, Midtown Manhattan, Long Island City, Prospect Heights and Crown Heights. "These are heavily foot trafficked areas," she says. "The lessons that we learn there... will help us as we build a bigger system citywide."
When bike share stations are installed in May, they will include these maps. That would add several hundred more pedestrian maps in many new neighborhoods.
Here's a full length sample:
*An earlier version of this post stated that the majority of the cost of the project would be borne by business improvement districts.
Friday, January 11, 2013
By Martin DiCaro : WAMU
Here's a strategy for growth. Build new housing where the action is. And that means around transit lines.
In the Washington D.C. area, regional planners have mapped out nearly 140 "activity centers" around the capital that they say should be the focus of future job and population growth.
An activity center is a densely-built housing, office, and retail space located on a major transportation corridor. Many of the 139 dots on the map unanimously approved by the Metropolitan Washington Council of Governments are located within D.C. city limits; others branch out into Maryland and Virginia along existing and future Metro lines.
It's a suggested guide for future growth mapped in stipple and meant to guide the coming population growth to areas like Mary Hynes' neighborhod. Hynes is vice chairman of the council's Region Forward coalition and resident of an activity center. "I live a block from the Clarendon Metro," she says. "The practical effect is I get in my car about once a week. I can walk to grocery stores or I can walk to the dry cleaner. I can walk to my job or take a bus to my job. It s a great quality of life."
While Arlington County is well known for building mixed-use, mixed-income, walkable neighborhoods around Metro stations, other places are catching up. Prince George's County has 15 Metro stations, but some are undeveloped.
"By focusing growth around those Metro stations, we will be able to receive some return on that investment and we will build on an infrastructure that already exists," says Al Dobbins, the county's Deputy Planning Director. "That precludes the need to go out and build even more transportation infrastructure."
The activity centers map was drafted in 2002 and last updated in 2007.