The Effect of the East-Bound 7-Train
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Brooklyn Transit Primary Source Packet
BROOKLYN TRANSIT PRIMARY SOURCE PACKET Student Name 1 2 INTRODUCTORY READING "New York City Transit - History and Chronology." Mta.info. Metropolitan Transit Authority. Web. 28 Dec. 2015. Adaptation In the early stages of the development of public transportation systems in New York City, all operations were run by private companies. Abraham Brower established New York City's first public transportation route in 1827, a 12-seat stagecoach that ran along Broadway in Manhattan from the Battery to Bleecker Street. By 1831, Brower had added the omnibus to his fleet. The next year, John Mason organized the New York and Harlem Railroad, a street railway that used horse-drawn cars with metal wheels and ran on a metal track. By 1855, 593 omnibuses traveled on 27 Manhattan routes and horse-drawn cars ran on street railways on Third, Fourth, Sixth, and Eighth Avenues. Toward the end of the 19th century, electricity allowed for the development of electric trolley cars, which soon replaced horses. Trolley bus lines, also called trackless trolley coaches, used overhead lines for power. Staten Island was the first borough outside Manhattan to receive these electric trolley cars in the 1920s, and then finally Brooklyn joined the fun in 1930. By 1960, however, motor buses completely replaced New York City public transit trolley cars and trolley buses. The city's first regular elevated railway (el) service began on February 14, 1870. The El ran along Greenwich Street and Ninth Avenue in Manhattan. Elevated train service dominated rapid transit for the next few decades. On September 24, 1883, a Brooklyn Bridge cable-powered railway opened between Park Row in Manhattan and Sands Street in Brooklyn, carrying passengers over the bridge and back. -
Stuck at the Turnstile: Failed Swipes Slow Down Subway Riders
STUCK AT THE TURNSTILE: FAILED SWIPES SLOW DOWN SUBWAY RIDERS A REPORT BY PUBLIC ADVOCATE BETSY GOTBAUM JUNE 2005 Visit us on the web at www.pubadvocate.nyc.gov or call us at 212-669-7200. Office of the New York City Public Advocate Betsy Gotbaum Public Advocate for the City of New York PREPARED BY: Jill E. Sheppard Director of Policy and Research Yana Chernobilsky Jesse Mintz-Roth Policy Research Associates 2 Introduction Every seasoned New York City subway rider has swiped his or her MetroCard at the turnstile only to be greeted with error messages such as “Swipe Again,” “Too Fast,” “Swipe Again at this Turnstile,” or most annoying, “Just Used.” These messages stall the entrance line, slow riders down, and sometimes cause them to miss their train. When frustrated riders encounter problems at the turnstile, they often turn for assistance to the token booth attendant who can buzz them through the turnstile or the adjacent gate; however, this service will soon be a luxury of the past. One hundred and sixty-four booths will be closed over the next few months and their attendants will be instructed to roam around the whole station. A user of an unlimited MetroCard informed that her card was “Just Used” will have to decide between trying to enter again after waiting 18 minutes, the minimum time permitted by the MTA between card uses, or spending more money to buy another card. Currently when riders’ MetroCards fail, they seek out a station agent to buzz them on to the platform. Once booths close, these passengers will be forced to find the station’s attendant. -
A Retrospective of Preservation Practice and the New York City Subway System
Under the Big Apple: a Retrospective of Preservation Practice and the New York City Subway System by Emma Marie Waterloo This thesis/dissertation document has been electronically approved by the following individuals: Tomlan,Michael Andrew (Chairperson) Chusid,Jeffrey M. (Minor Member) UNDER THE BIG APPLE: A RETROSPECTIVE OF PRESERVATION PRACTICE AND THE NEW YORK CITY SUBWAY SYSTEM A Thesis Presented to the Faculty of the Graduate School of Cornell University In Partial Fulfillment of the Requirements for the Degree of Master of Arts by Emma Marie Waterloo August 2010 © 2010 Emma Marie Waterloo ABSTRACT The New York City Subway system is one of the most iconic, most extensive, and most influential train networks in America. In operation for over 100 years, this engineering marvel dictated development patterns in upper Manhattan, Brooklyn, and the Bronx. The interior station designs of the different lines chronicle the changing architectural fashion of the aboveground world from the turn of the century through the 1940s. Many prominent architects have designed the stations over the years, including the earliest stations by Heins and LaFarge. However, the conversation about preservation surrounding the historic resource has only begun in earnest in the past twenty years. It is the system’s very heritage that creates its preservation controversies. After World War II, the rapid transit system suffered from several decades of neglect and deferred maintenance as ridership fell and violent crime rose. At the height of the subway’s degradation in 1979, the decision to celebrate the seventy-fifth anniversary of the opening of the subway with a local landmark designation was unusual. -
Improving Bus Service in New York a Thesis Presented to The
View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Columbia University Academic Commons Improving Bus Service in New York A Thesis Presented to the Faculty of Architecture and Planning COLUMBIA UNIVERSITY In Partial Fulfillment Of the requirements for the Degree Master of Science in Urban Planning By Charles Romanow May 2018 Abstract New York City’s transportation system is in a state of disarray. City street are clogged with taxi’s and for-hire vehicles, subway platforms are packed with straphangers waiting for delayed trains and buses barely travel faster than pedestrians. The bureaucracy of City and State government in the region causes piecemeal improvements which do not keep up with the state of disrepair. Bus service is particularly poor, moving at rates incomparable with the rest of the country. New York has recently made successful efforts at improving bus speeds, but only so much can be done amidst a city of gridlock. Bus systems around the world faced similar challenges and successfully implemented improvements. A toolbox of near-immediate and long- term options are at New York’s disposal dealing directly with bus service as well indirect causes of poor bus service. The failing subway system has prompted public discussion concerning bus service. A significant cause of poor service in New York is congestion. A number of measures are capable of improving congestion and consequently, bus service. Due to the city’s limited capacity at implementing short-term solutions, the most highly problematic routes should receive priority. Routes with slow speeds, high rates of bunching and high ridership are concentrated in Manhattan and Downtown Brooklyn which also cater to the most subway riders. -
New York City's MTA Exposed!
New York City's MTA Exposed! Joseph Battaglia [email protected] http://www.sephail.net Originally appearing in 2600 Magazine, Spring 2005 Introduction In this article, I will explain many of the inner workings of the New York City Transit Authority fare collection system and expose the content of MetroCards. I will start off with a description of the various devices of the fare collection system, proceeding into the details of how to decode the MetroCard©s magnetic stripe. This article is the result of many hours of experimentation, plenty of cash spent on MetroCards (you©re welcome, MTA), and lots of help from several people. I©d like to thank everyone at 2600, Off The Hook, and all those who have mailed in cards and various other information. Becoming familiar with how magnetic stripe technology works will help you understand much of what is discussed in the sections describing how to decode MetroCards. More information on this, including additional recommended reading, can be found in ªMagnetic Stripe Readingº also in this issue. Terms These terms will be used throughout the article: FSK - Frequency Shift Keying A type of frequency modulation in which the signal©s frequency is shifted between two discrete values. MVM - MetroCard Vending Machine MVMs can be found in every subway station. They are the large vending machines which accept cash in addition to credit and debit. MEM - MetroCard Express Machine MEMs are vending machines that accept only credit and debit. They are often located beside a batch of MVMs. MTA - Metropolitan Transportation Authority A public benefit corporation of the State of New York responsible for implementing a unified mass transportation policy for NYC and counties within the "Transportation District". -
Metrocard Merchants Manual
Merchant MetroCard Sales Manual April 2019 ¯˘ MetroCard increases customer traffic to your store. MetroCard Merchant Sales Manual Welcome The rules and procedures governing: • selling • ordering • promotions • payment • delivery • questions • returns Periodic updates will be provided. 3 Selling MetroCard • We will provide you with free advertising materials to display in the front door or window of your business. Additional free promotional materials such as the MTA New York City Subway map and MetroCard menus are available upon request. For your convenience MetroCard menus are currently available in the following languages: English, Spanish, Russian, Creole, Chinese and Korean. • MetroCard customers are MTA New York City Transit customers and should be treated courteously. • MetroCard must be available for sale during all hours and days that your business is open. Merchants must not require customers to purchase other items in order to purchase MetroCard. • MetroCard must not be removed from individual wrappers prior to sale. A customer may refuse to buy any MetroCard with an open or damaged wrapper. • MetroCard may not be sold for more than face value or the dollar value listed on the wrapper. • Merchants are not permitted to charge fees or premiums, including the $1.00 NEW card fee. • MetroCard should not be sold within 30 days of the expiration date printed on the back of the card. • To return a supply of current MetroCard for credit, see return procedure beginning on page 12 or call the MetroCard Merchant Service Center at 888-345-3882. • NYC Transit reserves the right to limit the number of MetroCards sold to a merchant. -
Chapter 23: Response to Comments on the SDEIS1
Chapter 23: Response to Comments on the SDEIS1 A. INTRODUCTION This chapter summarizes and responds to all substantive comments on the Supplemental Draft Environmental Impact Statement (SDEIS) published in March 2003 for the Second Avenue Subway. Public review for the SDEIS began on March 2003, with publication and distribution of the document. The Metropolitan Transportation Authority (MTA) held two public hearings to receive comments on the document: on May 12, 2003 in the auditorium of the Alexander Hamilton U.S. Custom House at One Bowling Green (Lower Manhattan); and on May 13, 2003, in the Hecksher Auditorium at El Museo del Barrio, 1230 Fifth Avenue (at 104th Street in East Harlem). The public comment period remained open until June 10, 2003. The SDEIS was circulated to involved and interested agencies and other parties and posted on the MTA’s website, and notice of its availability and the public hearing were published in the Federal Register on April 11, 2003. To advertise the public hearing, MTA published notices in the New York Post, Hoy, Amsterdam News, Chinese World Journal, and New York Daily News. In addition, information on the public hearing was posted on the MTA’s website, a notice of public hearing was mailed to all public officials and interested parties in the MTA service area; and a press release announcing the hearing was sent to all media outlets in the area. Bilingual signs announcing the hearing were posted in all MTA New York City Transit (NYCT) subway stations and on some buses. Brochures were handed out in major Manhattan East Side NYCT subway stations. -
Transit May Popularize Contactless Payments In
TECH FINANCE BI PRIME Log In Subscribe INTELLIGENCE ALL 20 Ingenious Inventions 2019 They're selling like crazy. Everybody wants them. Techgadgetstrends.com New York City could become a hotbed for contactless payment adoption in the US Daniel Keyes Dec 13, 2019, 10:24 AM This story was delivered to Business Insider Intelligence Payments & Commerce subscribers earlier this morning. To get this story plus others to your inbox each day, hours before they're published on Business Insider, click here. One Metro New York (OMNY), New York City's contactless transit system, has recorded over 4 million taps since launching in select subway stations on May 31, per a release from Visa. The system's usage may be accelerating, as it took 10 weeks to bring in its Hrst 1 million transactions, added another 2 million by early November, and has now racked up an additional 1 million in a little more than a AP Photo / Mary AltaCer month. As the system expands to more subway stations, train lines, and bus routes — it's now been added to Penn Station's subway stops, which saw over 160,000 daily subway rides, on average, during weekdays in 2018 — and becomes more accessible, its transaction volume should climb even higher. Contactless cards and transactions have become more popular in New York City, potentially positioning the city to quickly adopt contactless payments for transit and more. Tap-to-pay adoption is reportedly surging beyond transit in New York City, giving consumers the ability to take advantage of OMNY's expansion. Nearly half of all Visa cards in the New York metropolitan area can now enable contactless payments, which is necessary for consumers to be able to take part in OMNY, and Visa is a fairly good proxy for overall contactless adoption since it's the leading card network in the US by number of payment cards, per the Nilson Report. -
At Capacity: the Need for More Rail Access to the Manhattan CBD
At Capacity: The Need for More Rail Access to the Manhattan CBD Rosemary Scanlon and Edward S. Seeley Jr. Elliot G. Sander, Director Allison L. C. de Cerreño, Co-Director November 2004 Rudin Center for Transportation Policy & Management NYU Robert F. Wagner Graduate School of Public Service 295 Lafayette Street, 2nd Floor New York, NY 10012 www.nyu.edu/wagner/rudincenter This report was made possible with support from the New York State Laborers and the General Contractors Association of New York, Inc. Their generosity is greatly appreciated. ABOUT THE RUDIN CENTER FOR TRANSPORTATION POLICY & MANAGEMENT Established in 1996 at New York University’s Robert F. Wagner Graduate School of Public Service, and named in September 2000 in recognition of a generous gift to NYU in support of the Center, the Rudin Center for Transportation Policy and Management is currently led by Elliot (Lee) G. Sander, Director, and Allison L. C. de Cerreño, Ph.D., Co-Director. The mission of the Rudin Center for Transportation Policy and Management is to encourage innovative thinking and action in transportation management and policy. With a team of Visiting Scholars drawn from both the transportation and academic communities, the Rudin Center conducts research and conferences, provides education and training, and promotes and supports key policy networks in the field of transportation policy and management. A number of publications are produced each year, based on the research, conferences, and training carried out by the Rudin Center. EXECUTIVE SUMMARY This report focuses on the need for new rail access to Manhattan to ensure that the economy of the Manhattan Central Business District (CBD) will retain its critical central function in the national and New York regional economy, and can expand the level of economic activity and jobs in this new century. -
8-25-20 MTA Transcript
NEW YORK STATE LEGISLATURE JOINT PUBLIC HEARING SENATE STANDING COMMITTEE ON TRANSPORTATION SENATE STANDING COMMITTEE ON CORPORATIONS, AUTHORITIES & COMMISSIONS ASSEMBLY STANDING COMMITTEE ON CORPORATIONS, AUTHORITIES & COMMISSIONS IMPACT OF COVID-19 ON THE METROPOLITAN TRANSPORTATION AUTHORITY August 25, 2020 10:00 a.m. - 3:30 p.m. Page 2 Joint Hearing Impact of COVID-19 on MTA, 8-25-20 SENATORS PRESENT: SENATOR LEROY COMRIE, Chair, Senate Standing Committee on Corporations, Authorities and Commissions SENATOR TIM KENNEDY, Chair, Senate Standing Committee on Transportation SENATOR TODD KAMINSKY SENATOR GUSTAVO RIVERA SENATOR ANNA KAPLAN SENATOR JESSICA RAMOS SENATOR ANDREW GOUNARDES SENATOR LUIS SEPULVEDA SENATOR THOMAS O’MARA SENATOR JOHN LIU SENATOR BRAD HOYLMAN SENATOR SHELLEY MAYER SENATOR MICHAEL RANZENHOFER SENATOR SUE SERINO Geneva Worldwide, Inc. 256 West 38t h Street, 10t h Floor, New York, NY 10018 Page 3 Joint Hearing Impact of COVID-19 on MTA, 8-25-20 ASSEMBLY MEMBERS PRESENT: ASSEMBLY MEMBER AMY PAULIN, Chair, Assembly Standing Committee on Corporations, Authorities and Commissions ASSEMBLY MEMBER KENNETH BLANKENBUSH ASSEMBLY MEMBER CHARLES FALL ASSEMBLY MEMBER NILY ROZIC ASSEMBLY MEMBER SANDRA GALEF ASSEMBLY MEMBER STEVEN OTIS ASSEMBLY MEMBER RON KIM ASSEMBLY MEMBER STACEY PHEFFER AMATO ASSEMBLY MEMBER VIVIAN COOK ASSEMBLY MEMBER DAVID BUCHWALD ASSEMBLY MEMBER PHILLIP PALMESANO ASSEMBLY MEMBER ROBERT CARROLL ASSEMBLY MEMBER REBECCA SEAWRIGHT ASSEMBLY MEMBER CARMEN DE LA ROSA ASSEMBLY MEMBER YUH-LINE NIOU Geneva Worldwide, -
The Fulton Center: New York City, NY, USA Authors Design of the Cable Net Zak Kostura Erin Morrow Ben Urick
Location The Fulton Center: New York City, NY, USA Authors design of the cable net Zak Kostura Erin Morrow Ben Urick Introduction At the corner of Fulton Street and Broadway, one block east of the World Trade Center site and two blocks south of City Hall Park, 11 New York City subway lines converge in a hub serving over 300 000 transit riders daily. With their dense tangle, these lines have evaded efficient connection for nearly a century, a legacy of disparate planning and construction practices common to the era of competitive, privatised transit operation — and despite being unified under a single state agency in 1968. In the aftermath of September 11, 2001, the Metropolitan Transportation Authority (MTA) enacted plans to redevelop this hub into an efficient transfer point, replacing the labyrinth of corridors, retroactively constructed to link existing lines, with an efficient system of pedestrian mezzanines, concourses and underpasses, complete with elevators and escalators to comply with the provisions of the Americans With Disability Act (Fig 2). And at the corner of Broadway and Fulton, the MTA planned a spacious 1. New Transit Key to MTA services Center building 150 William 1 Broadway Street - 7 Avenue Local Corbin Building West Underpass restoration Improvements to East 2 7 Avenue Express to PATH train mezzanine Improvements to and WTC New Dey Street 135 William 3 7 Avenue Express mezzanine headhouse Street 4 Lexington Av Express 5 Lexington Av Express A 8 Avenue Express C 8 Avenue Local Dey Street E 8 Av Local concourse J Nassau St Local Station R Nassau St Express Station rehabilitation 129 Fulton rehabilitation (weekday rush hours) Street Z Broadway Local New south entrances 2. -
IRUM's Additional Comments on Revised Supplemental
INSTITUTE FOR RATIONAL URBAN MOBILITY, INC. George Haikalis One Washington Square Village, Suite 5D President New York, NY 10012 212-475-3394 [email protected] www.irum.org June 5, 2006 Joseph Petrocelli Chief, Finance & Administration MTA Capital Construction 469 7th Avenue New York, NY 10018 Re: Additional Comments on Revised Supplemental Environmental Assessment of Proposed 50th Street Vent Facility for MTA LIRR East Side Access Project Dear Mr. Petrocelli: Thank you for the opportunity to meet with you and others from MTA and also with Irwin Kessman of FTA on Thursday, June 1, 2006. My associates at the Regional Rail Working Group (RRWG) were especially grateful to be able to share some of their expertise and knowledge at the meeting. The RRWG is an informal coalition of transit advocates from New York, New Jersey and Connecticut. The RRWG and its advisors represent a broad cross-section of transit experts and advocates with many years of experience in planning, design and public participation. We were especially fortunate to have with us Phil Strong, former LIRR transportation engineer, Herb Landow, a retired railroad and transportation consulting executive, Albert L. Papp, Jr., a Director of the New Jersey Association of Railroad Passengers and Secretary of the Board of the National Association of Railroad Passengers, and William K. Guild, a lawyer with a longstanding interest in rail transit matters. The RRWG is hosted by the Institute for Rational Urban Mobility, Inc. (IRUM), a New York City-based not-for-profit corporation concerned with advancing cost-effective measures to reduce motor vehicle congestion in dense urban places.