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Intermodal Connectivity and Commuter Rail Stations Long Island City, Queens 52 STRATEGIES : Intermodal Connectivity & Commuter Rail Stations SUSTAINABLE COMMUNITIES IN THE BRONX 53 STRATEGIES INTERMODAL CONNECTIVITY & COMMUTER RAIL STATIONS 52 STRATEGIES : Intermodal Connectivity & Commuter Rail Stations SUSTAINABLE COMMUNITIES IN THE BRONX 53 INTERMODAL CONNECTIVITY & COMMUTER RAIL STATIONS STRATEGIES INTRODUCTION The safe and efficient movement of passengers none of the Metro-North stations in our study area between modes of transportation–or intermodal have station parking. The threshold for waiting is connectivity–is paramount to creating complete likely lower for Bronxites since they are not limited and livable communities. New York’s mass transit to one mode of transit as suburban commuters may network moves more people than any other city be. Since the manner in which Bronxites access and in the nation. In New York, residents have an ex- utilize their stations differs greatly from their sub- tensive range of public transportation options to urban neighbors, Bronx stations should reflect this make their daily commute, including subways, local, difference in the manner in which they are designed express and select buses, commuter rail, and ferry and integrated into the urban fabric. service. Many commuters combine one or more of While the communities we studied all have unique these mass-transit modes with walking, bicycling or qualities, there are a number of common issues sur- using a vehicle– be it a taxi, rental car, or personal rounding the successful integration of Metro North vehicle. While cost is a critical factor in choosing a stations into the complex fabric of Bronx neigh- transit mode, comfort, convenience, consistency borhoods. The streets surrounding transit stations and speed are also important elements which influ- not only need to support multiple divergent and ence the choice a commuter makes for their mode of potentially conflicting transportation modes (au- transit. Along regional commuter rail systems such tomobiles, buses, pedestrians, and bicyclists), they as Metro-North, stops are less frequent and stations simultaneously need to do so in a safe and fluid are more interspersed than those associated with manner. The relative disconnect most Metro North bus or subway service. While this allows commut- stations have from other modes of transit and the er trains to cover great distances, it may also require neighborhood proper surrounding land uses pre- secondary means of transit to shuttle passengers to vent stations from reaching their full potential. This and from the station, or feeder systems, especially in turn prevents Metro-North ridership from becom- in neighborhoods which are outside of the walkable ing integrated with the NYC mass transit system and radius and reliant on mass-transit. from becoming a viable alternative for most Bronx Many Metro-North stations throughout the region- commuters. Improvements to the connections be- al rail network have a layout and function created tween Metro-North and other modes of transit will for a suburban ridership pool which is accustomed ensure greater accessibilty for Bronx residents and to fixed arrival and departure schedules and conve- workers and improve overall ridership. The following nient station parking for their vehicles. Bronx com- section identifies some of the strategies for creating muters differ from this template though, as they are more seamless intermodal transit connections and generally walking to and between modes of transit integrating commuter rail stations into local transit and are typically not driving to the station. In fact, networks. 54 STRATEGIES : Intermodal Connectivity & Commuter Rail Stations SUSTAINABLE COMMUNITIES IN THE BRONX 55 STRATEGIES SUBWAYS The subway system is a relatively fixed feature of the New York City environment. It is the most extensive subway system in the world, and the most utilized and efficient mode of transit in the city. The initial construction of the subway lines facilitated a de- concentration of population intensity from Lower Manhattan, especially the Lower East Side. Through the following decades, the lines accommodated rap- id movement through quickly growing population centers and sparked new residential, retail and em- ployment centers in its vicinity. As neighborhoods have evolved throughout the decades, station entrances are still predominantly located along retail corridors and active pedestrian pathways. Subway entrances are typically embed- ded into the surrounding streetscape, with simple entrances either on the sidewalk or adjacent build- ings, yet, despite a small street presence, the consis- tent signage and fixtures, like the prominent globe lamps, make stations easily recognizable through- out the city. All subway stops near Metro-North sta- tions should include wayfinding signage, schedules and geographic locators to Metro-North which are easily readable and consistent. Efforts at connectivity typically involve working to create more seamless connections between dif- ferent subway lines at major transfer stations. In Court Square in Queens, for example, where the be- low-grade G train intersects with the below-grade E and M trains and the above-grade 7 train, a recent- ly constructed passageway has allowed transfer between lines without having to leave the transit system, removing an additional step from many pas- sengers’ commute. While buses and Metro-North transfers are unlikely to have this level of connectiv- ity with subway lines, similar measures should be in- cluded where reasonable overlaps occur. This could include enhanced pathways, signage, as well as fare and schedule coordination. Additional entrances to subway stops should be explored where they can in- crease proximity to Metro-North Station entrances. BUSES Buses are an integral part of the commuter land- FIGURE 1 | New York City’s transportation mode choices: the scape in the Bronx. Within our study areas they are subway, bus system, bike lanes, and taxi services give residents often the initial transit mode for commuters, and fre- options throughout the five boroughs. Commuter rail increasing- quently provide connections to subways and com- ly plays a large role within the transporation network. muter rail. As non-fixed modes of transit, population Source: Z22/ CC-BY-SA-3.0, via Wikimedia Commons from Wikimedia Commons 54 STRATEGIES : Intermodal Connectivity & Commuter Rail Stations SUSTAINABLE COMMUNITIES IN THE BRONX 55 FIGURE 2 | Efficient and reliable transfers between different public transportation modes improve the commuting experience, and increase the likelihood of usage. (Left) The Long Island Rail Road station in Queens connects users to the E and J subway lines, buses, and to John F. Kennedy Airport. (Right) The 125th Metro-North station in Harlem provides easy access to LaGuardia Airport, connecting buses, and the 4, 5, 6 subway lines. growth patterns have not traditionally followed bus Current SBS lanes in NYC operate curbside or with- corridors. Traffic and crowding can lead to fluctuat- in a lane offset from the curb and although these ing schedules, and slow, erratic service. Combined have produced reductions in travel time of up to with the lack of fixed station amenities this detracts 20%, they have yet to meet the definition of true from the potential for transit-oriented development Bus Rapid Transit according to the Institute for Trans- around them. While the relative flexibility of bus ser- portation and Development Policy.1,2 This is due to a vice and lower capital cost provides an opportunity combination of mode conflicts, turning lanes, gen- to adjust routes, schedules and stops to meet local eral traffic volume and boarding delays. Bus routes needs, bus service remains one of the least efficient which operate in a center lane or routes which have transit modes in terms of commute times. a physical barrier separating the bus lane from other traffic can provide the best opportunity to dramati- Recently several Select Bus Service (SBS) routes were cally increase speeds. These options minimize con- created in the Bronx to begin to remedy this ineffi- flicts with other vehicles, parking and right turns as ciency. SBS includes dedicated bus lanes, prepaid well as allow for faster floor level boarding where ticketing, and fewer stops, the combination of which raised boarding platforms allow riders to step on is intended to decrease commute times. Future the bus at grade. Center lane options were consid- SBS routes should be carefully planned to ensure ered along the Webster Avenue SBS BX41, and both a streamlined transfer between modes and, where options should continue to be considered and im- feasible, should ensure bus stops are correlated with plemented wherever possible to continue to reduce subway and Metro-North stations. The Fordham, transit times for Bronx residents. University Heights, Williamsbridge, Melrose, and Tremont stations all have SBS stops within a ¼ mile Bus stop amenities not only provide shelter and rest of their respective Metro-North stations, and this for riders; they create a more stable atmosphere constitutes a tremendous step towards intermodal which projects safety. While full shelters and seating connectivity. The flexibility of bus routes and stops are unlikely for every bus stop, most should have should be utilized to ensure maximum overlap with some combination of amenities. NYCDOT has em- commuter rail and subway stations. barked on an ambitious program to have 3,500 to- 56 STRATEGIES : Intermodal
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