Archive for Public Transit Policy
It’s become exceedingly challenging to avoid talking about ferries over the last few months. Since the relative success of the East River Ferries, politicians have been drawn to the idea of an expanded ferry network like moths to a flame. Unlike, say, bus or bikes lanes or subway construction, hardly anyone gets upset when new boats are put on the water, and it’s an easier fix. Build out a pier, award a contract, and voilà, ferries. But do the ends justify this new obsession?
Nearly every mayoral candidate this year has focused on ferries as a way to expand the city’s transit network, and in a certain sense, they’re not wrong. For a city that grew up around its waterways, New York has, for decades, ignored that fact. Robert Moses built roads as close to the shoreline as possible, and ferries were an afterthought rather than a centerpiece. Lately, though, boats have come back into fashion. Blame The Lonely Island or blame the cost of subway construction, but one way or another, we can’t — and, to a point, shouldn’t — escape the lure of open seas.
Earlier this week, ferry expansion was the topic of conversation during a New York Metropolitan Transportation Council lunch with Roland Lewis, the President and CEO of the Metropolitan Waterfront Alliance. The meeting was billed thusly: “Once upon a time, an extensive, interconnected network of ferryboats populated New York Harbor, transporting millions of passengers throughout the burgeoning region’s islands and peninsulas. Today, after generations of disuse, renewed interest in the City’s waterfront has given rise to the highly successful East River Ferry, which has proven that fast, comfortable, convenient, and affordable ferry service can succeed in modern-day New York.”
In the intervening years since ferryboats populated the harbor, we’ve seen the rise of this thing called the subway, the omnibus, the taxicab and the personal automobile. So it’s quite reasonable why ferries may have fallen out of favor, but here we are. Dan Rivoli of amNew York was on hand to report:
Metropolitan Waterway Alliance’s Roland Lewis, in a meeting with the New York Metropolitan Transportation Council, touted the city’s “God-given waterway” as a travel alternative in transit-starved neighborhoods and during an emergency on the scale of Superstorm Sandy. “We have an overburdened, congested transit system,” Lewis said. “You have to build a dock, but the transit system is there for us to use on our rivers and through the harbor.”
The Bloomberg administration and City Council Speaker Christine Quinn in 2008 unveiled a plan that envisioned ferry service to all five boroughs. In addition to the Staten Island Ferry, there are city-subsidized ferries servicing the East River and residents of the Rockaways and Sunset Park. The other commuter ferries that go to Manhattan serve New Jersey riders. “I’m just hoping that the city will continue to try pilot projects,” Lewis said. “Try it with the ingredients for success in a robust way and see what kind of market develops in these areas.”
…With waterfront development growing, the Metropolitan Waterway Alliance identified 43 sites where commuter ferry service can operate, like Soundview and the South Shore of Staten Island. “It’s a good bargain,” Lewis said.
It’s a good bargain. That’s a claim we need to explore and challenge and question for it is the key to determining if ferry service should be expanded. As Rivoli reports, the city’s Economic Development Corporation has subsidized the East River Ferry — so far the most popular paid intra-city boat — to the tune of $2.25 per ride. That’s about double what the subsidy is for the city’s subway riders, and the ferries have a higher base fare without the option of a free transfer.
Meanwhile, most transit experts believe that it’s all downhill from the East River. “Ferry service is a niche. And as a niche there are places where it might work well but they’re few and far between,” Jeff Zupan, a fellow with the RPA, said to amNew York. “And most of them that have succeeded are in place.”
The problem with ferry service, as I’ve noted before, is that many New Yorkers simply do not live or work near the waterfront, and without integrated ferries into the city’s transit network, it serves no other purpose. People will not take a subway ride to get close enough to walk to a ferry terminal so that they can take the ferry to another place that’s not too near job centers. It’s perfect for the high-end developments that have sprung up in Long Island City, Greenpoint, Williamsburg and DUMBO. It’s not at all useful for the millions of landlocked New Yorkers.
So what’s the future of ferry service? And more importantly, what problem is it solving? It can be a complementary part of the transit network, but it’s not going to reach enough New Yorkers to be truly transformative. Hopefully, our next mayor realizes that.
I haven’t had much to say of late about the illustrious 2013 mayoral race because there hasn’t been very much to say. By all accounts, Bill de Blasio is going to moonwalk into Gracie Mansion in two weeks, and it’s not even going to be close. He’s currently polling between 45-50 points above Joe Lhota, and city Republicans are willing to go on the record to criticize Lhota’s campaign. What fun is a race that isn’t one?
On Tuesday night, though, words from the two candidates both intrigued and irked me. It was the second-to-last debate before the election, and as Joe Lhota attacked, the two candidates parried. The debate isn’t going to change many voters’ minds at this point, and absent an utterly shocking October Surprise, de Blasio will move up while Lhota will move on. But last night, transit came to the forefront, and it was dismaying.
First, Lhota, the former MTA head who made headlines by improving operations at the agency and leading it through the post-Sandy recovery phase, spoke once more of his plan to decouple bridge and tunnel toll revenue from the MTA. Ignoring history, Lhota believes that the city should set toll policy (but not fare policy for the subways apparently) and that the city should determine what to do with bridge and tunnel revenue. This is, by the way, in marked contrast to congestion pricing which would funnel more money to transit.
So what would the impact of such a move be? Off the bat, the MTA would lose 12 percent of its expected revenue for 2014. To recoup that in other transit fares would require a hike of nearly 25 percent or direct contributions topping $1.6 billion. Lhota hasn’t proposed another revenue stream to make it up for the lost money, and as a former agency head, he should know better. Of course, it’s pandering pure and simple, and it’s something the state would never authorize. But this is what passes for transit discourse during a city-wide campaign.
Meanwhile, on the other side of the stage, Bill de Blasio decided to go after safe streets. Both mayoral candidates agreed on this point, but de Blasio put it to words. When asked about his views on pedestrian plazas, he said, “I have profoundly mixed feelings on this issue…The jury’s out.” To me, this does not show a politician willing to lead and guide the city through early 21st century growth and progress. This shows a politician willing to kowtow to special interests that barely exist.
Is the jury still out? Four years ago, a poll found that 58 percent of New Yorkers supported the creation of a pedestrian plaza between Times and Herald Squares with just 34 percent opposing. Those numbers have only increased over the past few years. Meanwhile, a 2010 DOT survey found drastic results. Travel times and congestion were down while pedestrian safety was markedly improved. Injuries were down by 35 percent, and nearly three quarters of New Yorkers though the area had “improved dramatically.” Today, businesses love the pedestrian plazas as they are crowded at all hours of the day, and retail rents in Times Square are now the highest in the city.
The jury isn’t out, but still, politicians insist it is. Meanwhile, I’ve passed a memorial to a 12-year-old killed by a car that rips out of my heart every day I walk or run by. We hear constant stories of accidents involving young and old pedestrians while police file no charges. We ask for improvements to the city-scape that lead to more community engagement and safer streets, and yet politicians do not lead. They do not understand what makes a city a city and what makes vibrant urban life possible. It isn’t making sure we limit pedestrians to five-foot-wide strips of concrete.
Maybe when de Blasio is mayor, this rhetoric will be just that, and he’ll continue the Bloomberg Administration’s safer streets plans. But it’s dismaying and disillusioning to hear two men trying to lead the city come up empty on such important topics. It may not have the cachet of education, crime, housing or jobs, but transit, transportation and street life are integral parts of New York City. What we saw last night wasn’t anything close to leadership.
At what point is it no longer practical for New York State and its various transportation-related agencies to resort to fare hikes and toll increases to fund infrastructure projects? Have we reached the breaking point? These are two questions that no one likes to ask, but as the state begins to build a new Tappan Zee Bridge and as the MTA looks toward another $28 billion five-year capital plan, these are questions that deserve our attention.
The topic came up yesterday when Chris Ward, the former head of the Port Authority, spoke about the Tappan Zee Bridge. Dana Rubinstein was on hand for the talk and filed this report:
“The very things that we have taken for granted, which were the foundation for building infrastructure, we have probably lost within this region,” said Ward. “If you look at the great notion of the Port Authority as an independent authority. You look at the M.T.A., you look at even the way the City of New York functions with how it builds infrastructure, that model today, unfortunately, is broken.”
The Port Authority’s LaGuardia Airport, for example, remains “a crap airport,” according to Ward.
“The Port Authority faces probably a $7 billion infrastructure gap on what it would like to do and what it can afford to do,” he continued. “The M.T.A. is probably in a somewhat worse position and we’ve realized and the governor has realized we are not going to be able to fund the capital plan off fares and tolls on the M.T.A.”
Ward didn’t present a catch-all solution, but his point is a good one. We need infrastructure, and infrastructure costs money. We need to be willing to pay for infrastructure, but we also have to willing to invest in maintenance and upkeep. We also need to figure out a way to control costs. There’s no good reason for New York City to have the highest capital costs in the world, but our leaders aren’t willing to take on the cost structure which include work-rule reform and an overhaul of the bidding process.
For the city to remain competitive, it will have to build — and fund — infrastructure expansion projects that do a bit more than Select Bus Service does. That’s going to require a discussion about alternate funding schemes including congestion pricing. No one wants to talk about it, but it’s there. Within ten years, New York City will either have congestion pricing or an infrastructure gap too large to overcome. I’ll take the former. Now let’s start talking about it.
As part of their lead-up to the mayoral primary, The Times yesterday ran one of their faux-debate segments called Room for Debate on either infrastructure or “livable city” issues. The pieces’s permalink hints at the former while the current headline broadcasts the latter. Either way, there’s no debating going on in this room as five experts sound off on five issues the next mayor should confront.
Julia Vitullo-Martin, a senior fellow with the RPA, drew the transportation straw, and her segment is on transit-oriented development. It’s always struck me as funny to talk about TOD in New York City. The entire city is one giant example of transit-oriented development, and TOD in such a dense urban area clearly doesn’t mean the same as TOD surrounding a commuter rail station in the ‘burbs does. In fact, based on the way Vitullo-Martin describes it, her TOD is heavy on the D and lacking in concrete ideas surrounding the T.
Here’s her proposal to, as she puts it, “increase the supply of space, and do it by using the strategy New York virtually invented, transit-oriented development, which encourages the massing of businesses and residences near public transit hubs:”
The Bloomberg administration correctly rezoned large sections of the city, particularly the formerly derelict waterfront. But there’s much more to be done by the next mayor, who should direct the department of city planning to produce a map ranking neighborhoods by concentration of transit and suitability for development, with analyses of which areas can absorb the most new development.
The next mayor would be wise to couple these zoning changes with mandatory payments into an amenity fund to mitigate the effects of development — similar to the district improvement bonus proposed for East Midtown Rezoning. That bonus was criticized for being too generous, but that’s not the point. The point is to create a device to capture part of the profits of development to improve the neighborhood being developed, and to relieve pressure elsewhere, even helping to save historic sections of the city.
Some would say there is another solution to excessive demand: don’t let the newcomers in. But in an age of global innovation and competitiveness, do we really want to do that? Newcomers not only bring more money to the city, they have also — as Dan Doctoroff, the former deputy mayor, noted at a recent Next New York forum — been essential to paying for the “compassionate city we pride ourselves on.” But to pay for the compassion as well as the public services that have helped propel New York back to its position as a global leader, the city needs the tax revenue that only new development brings. Just make sure new development is close to public transportation.
If this mini-essay does nothing else, it certainly wins the urbanist buzzword bingo game. But what Vitullo-Martin advocates for is half of a solution. We certainly want to encourage building tall and ever upward near key transit hubs (and just about any subway station), and rezoning can be a prime mover in adding to housing stock while alleviating some of the skyrocketing housing costs in New York City. But if we’re going to call for transit-oriented development, it’s imperative to make sure the transit system can sustain development.
One of the obstacles facing the Midtown East rezoning concerns its impact, perceived or real, on the transit system. The Lexington Ave. is from the north is at capacity, and the Second Ave. Subway won’t reach midtown for a decade or two at best. Although East Side Access will bring more people in the Grand Central area and the Lex lines can handle northbound commuters from Brooklyn, politicians and community activists think the transit won’t meet demand, and in many places, that very well might be true.
So as urban policy makers advocate for more development in NYC, they can’t ignore transit. It’s not about improving neighborhoods or saving historic districts, as Vitullo-Martin claims it is. Rather, it’s about making sure the transit network can support the development she wants to see spring up around it. And that, much like Big Ideas, isn’t discussed nearly as much as it should be.
For reasons of history, the New York City subway system is very good at bringing riders and commuters into and out of Midtown and Lower Manhattan. Before the subways were built out, that’s where people lived and worked and played, and after the subways were built, New Yorkers still wanted to get back to those roots. The jobs, entertainment and culture never left.
For other reasons of historical inertia, the New York City subway system doesn’t do a particularly good job at connecting neighboring borders. The quicker and most direct routes between Brooklyn and Queens involve lengthy detours through Manhattan, and forget trying to get from the Bronx to a non-Manhattan destination. A combination of costs, a lack of most of the Second System and poor foresight are to blame. These interconnections, not priorities throughout much of the city, are slowly emerging as some of the more obvious structural problems with our transportation network, and no one wants to acknowledge them, let alone address them.
Earlier this week, the Partnership for New York issued a report on the city’s commuting woes. The business-based organization noted that New Yorkers face an average commute of 48 minutes, tops in the nation. It takes a long time to span this vast city of ours. But that’s the least of it. As the report details, a lot of emerging job centers, such as the Brooklyn Navy Yard, “are poorly served by the public transit system that was designed and built as much as a century ago.”
A posting on the NYC Jobs Blueprint tumblr has more:
Over a million of the workers commuting into Manhattan come from the other boroughs, but job growth in those boroughs has outpaced Manhattan central business districts over the past decade.Brooklyn, Queens and the Bronx have added more than 250,000 jobs since 2000.
Many of the two million resident workers who live in Brooklyn and Queens commute daily between the two boroughs. Due to limited public transit options, over half of these commutes are made by car, contributing to road congestion and greenhouse gas emissions. In order to address this problem in the short term, the city should increase its bus service between the two boroughs, potentially expanding bus rapid transit in the area…
New York City’s population is expected to grow by one million people by 2040, presenting an opportunity for the city to create new, geographically diverse jobs centers. To accommodate these opportunities, the city needs to appropriately expand and maintain its transportation options in response to shifts in commuting patterns. It is critical that all of the city’s residents, especially those in neighborhoods underserved by public transit, have public transit access to jobs centers. Linking residents with emerging business hubs will allow for greater economic opportunity and job growth across all boroughs.
Now, there is a matter of scale to consider here. Daily commuters alone account for 1.5 million additional people in Manhattan during the day, and tourists and day-trippers add more. That’s nearly ten times as 150,000 New Yorkers who commute in between Brooklyn and Queens for their jobs, and it’s unlikely that non-Manhattan, interborough commuting will ever approach the numbers of Manhattan-bound commuters. Still, the potential and need for improvements is obvious.
So what is the city doing about it? What are mayoral candidates proposing to enhance transit options? Besides ferries and park-and-ride, not too much. The current Select Bus Service routes don’t bridge job centers in different boroughs, and the initial round of routes all stop at or near borough borders. While a variety of candidates have called vaguely for more Select Bus Service or some form of bus rapid transit, only Christine Quinn has put pen to paper, and her Triboro RX SBS routing is more a disaster than a promise. New Yorkers need faster, more direct ways to get to their jobs, but no one has a bold plan for action.
Right now, I don’t have an answer. Maybe the Triboro RX could help, but it’s not clear if the proposed routing connects key job centers. Maybe better Select Bus Service routes could do it. Maybe building a time machine and asking city officials in the 1910s to think of the future would help. No matter what though if New Yorkers sit around waiting for better transit, it’s not going to arrive by itself. We need a visionary to push through solutions to these current and obvious structural problems.
When Elon Musk wants something, he often does it something. The PayPal founder wants to send people to space; hence, SpaceX. He wanted to invest in cleaner automobile technology; thus a Series A investment in Tesla. Now, he wants to travel between Los Angeles and San Francisco in 30 minutes. Enter the Hyperloop.
The Hyperloop is Musk’s current project. It’s an elevated vactrain that would travel at around 600 miles per hour with top speeds closer to 800. It would run frequently between Los Angeles and the Bay Area, and it would be cheap. Musk claims construction would run to only a few billion dollars with fares at $20 for the one-way trip. Is this dreaming or is this delusional?
Since unveiling his paper on it a few days ago [pdf], reaction has ranged from incredulous to giddy. Transportation advocates are stunned by Musk’s claims — often issued with no supporting evidence — and even those with a basic level of mathematical knowledge don’t quite understand how his ideas add up. Meanwhile, lay people are awed by the idea. It’s something we’ve never seen before, and it sounds like it could bridge great gaps in short order. Plus it’s way cheaper than that whole California High Speed Rail boondoggle or so the argument goes.
As much as I like to dream big — IND Second System anyone? — color me skeptical for a variety of reasons, most of which have been expressed elsewhere. James Sinclair issued a massive takedown, and Alon Levy, for instance, calls it a loopy idea. He dispenses with a lot of Musk’s equations, questions the way this structure could withstand earthquakes and generally wants to see evidence:
There is no systematic attempt at figuring out standard practices for cost, or earthquake safety (about which the report is full of FUD about the risks of a “ground-based system”). There are no references for anything; they’re beneath the entrepreneur’s dignity. It’s fine if Musk thinks he can build certain structures for lower cost than is normal, or achieve better safety, but he should at least mention how. Instead, we get “it is expected” and “targeted” language. On Wikipedia, it would get hammered with “citation needed” and “avoid weasel words.”
…Musk’s real sin is not the elementary mistakes; it’s this lack of context. The lack of references comes from the same place, and so does the utter indifference to the unrealistically low costs. This turns it from a wrong idea that still has interesting contributions to make to a hackneyed proposal that should be dismissed and forgotten as soon as possible.
I write this not to help bury Musk; I’m not nearly famous enough to even hit a nail in his coffin. I write this to point out that, in the US, people will treat any crank seriously if he has enough money or enough prowess in another field. A sufficiently rich person is surrounded by sycophants and stenographers who won’t check his numbers against anything.
Levy isn’t the only one casting doubt on it. USA Today interviewed some scientists who raise similar concerns, and Alexis Madrigal questions the details and land acquisition process. The list of problems goes on and on and on.
In other areas, rail advocates are dismayed because Musk is one of California’s highest profile entrepreneurs, and he is essentially throwing high speed rail under the bus (or, in this case, the Hyperloop). He claims he can do a better, and since he’s a Very Important Person, Californians who are still skeptical of HSR listen. Why should we spend billions on a proven but expensive technology when we can just let Musk — who doesn’t want much more to do with the Hyperloop idea anyway — build his futuristic travel pods? Why let something actually transformative come to being when we have nifty renderings?
Dreaming big and dreaming practically in this case are two separate outcomes, but they needn’t be. There is a place for ideas like Musk’s, but there is also a place for improving the current proven modes of transit as well. We can dream up larger networks and more efficient ways to move people through areas. But one should not come at the expense of another, and we should be able to recognize something for the fantasy that it is.
Last week, Eric Jaffe wrote on The Atlantic Cities that we should stop obsessing about the next big thing. We can’t give up dreaming, but we also, Jaffe writes, cannot let it “undermine our ability to address the problems of the present…In other words, we’re far better off with good expectations than great fantasies.” The Hyperloop fantasy is a great one, but so is the world of Back to the Future II where we all have flying cars within the next 26 months. But how do we get more cars off the roads tomorrow?
Despite the zaniness of the mayoral candidates’ transit policies and proposals, I had long assumed Joe Lhota would emerge as the sensible voice on transportation. After all, he’s running for mayor largely because of his brief tenure atop the MTA, and even though he didn’t spend much time running the agency, he seemed to grasp the larger problems facing transit improvements. His campaign has left me wanting more.
So far, we haven’t gotten much in the way of policies from any of the GOP candidates. Lhota, the presumptive frontrunner, has a website but no policy statements. He’s spent a lot of time clamoring for city control over the bridges and tunnels at the expense of the funding scheme established through the Triborough Bridge & Tunnel Authority and the MTA. I explored some of those issues yesterday. Now, in the form of a radio appearance, we have a little bit more from Lhota. It’s not quite what I had expected.
As part of an interview on WOR, Lhota spoke about the possible mechanisms for funding transit, and the conversation turned to congestion pricing. Once upon a time, congestion pricing had a powerful champion in City Hall and the support of a majority of the city’s residents (so long as the money were guaranteed to go transit improvements). It is the only way to ensure that fewer cars are entering congested areas of the Manhattan and part of a larger package to improve travel times and environmental, economic and safety conditions along heavily-trafficked corridors. Somehow, it’s turned into a political hot potato as no one will even discuss it any longer.
So Lhota got around to talking about it yesterday, but in a very roundabout way. Dana Rubinstein turned in and offered up select quotes:
“We’ve got to do everything we can to mitigate the number of cars in the city by doing smart things, common sense things, before we start saying ‘Well, let’s start charging people for coming into midtown, or congestion pricing,’” said Lhota this morning on the John Gambling radio show. “That’s the last step.”
…Today, when WOR radio host John Gambling asked Lhota his thoughts on congestion pricing, he started talking about parking lots instead. “Long before we have a real formal debate on congestion pricing, we’ve got to do everything we can to reduce the number of cars in the city and there are ways to do it,” said Lhota. “One of the things that I proposed when I was at the M.T.A., and I will definitely do while I’m mayor is, if you look at the end of every one of the subway lines, whether in the north along the Westchester County border, or along the border with Queens and Nassau County, at the ends of each of those lines, I want to be able to build parking garages and basically tell the people who are coming in from Nassau County, ‘You know what, don’t drive in. Why don’t you park in one of these nice, pretty garages that we’ll prepare for you and then take the subway in.’”
And to help lure the millenial set: WiFi. “We’ve got to make sure that our subway system is WiFi-ed,” said Lhota. “We’ve got to make sure that our buses have WiFi. The number of people who would would get on buses if they had access to WiFi and be able to use their computers or their smartphones would be extraordinary.”
Talk about overstating your case. If these are the prerequisites to congestion pricing, we’ll never see it happen under Lhota. Let’s work backwards.
WiFi in the subway is a great idea and one I’ve supported for years. But it’s not about to turn subway cars into roving offices. From a practical perspective, try whipping out your laptop on a Manhattan-Q train at 8:30 in the morning, and then let me know how much work you can get done. It’s tough enough to read the newspaper on an iPad, let alone hammer away at a keyboard with a computer on your lap. I question too how many people would eschew cars for subways simply because of the Internet. That’s a luxury of marginal overall utility, not an upgrade in any meaningful way.
Then, we arrive at the park-and-ride idea. As Rubinstein notes in her piece, this is a drum Lhota has banged before, and it’s a terrible one. First, most — if not all — subway terminals are in built-up densely settled urban areas that have no room or need for a deadening parking garage. Second, parking garages serve to encourage driving when we want to eliminate it by making it easier to park, and thus, more convenient to drive. Third, we have an entire network of suburban park-and-rides with easy access to trains. It’s called Metro-North and the Long Island Rail Road, and it funnels suburban travelers to their job centers more quickly and more directly the subways from, say, Jamaica or Wakefield would.
So this leaves us with a recognition that we need to do more to mitigate the number of cars entering and traveling through core areas of Manhattan each day, the knowledge that the MTA’s finances could use an infusion of cash, and the belief, left over from the 1950s apparently, that park-and-ride will do the trick. And therein lies your 2013 mayoral campaign in a nutshell.
As the R train’s Montague Tube shutdown enters week two, the Bay Ridge ferries from 58th St. in Brooklyn to Lower Manhattan have been three weeks to live. Proposed by politicians and rider advocates as a way to alleviate travel concerns during the tunnel work, the ferry is not what I’d call a necessity. I’ve already expressed my skepticism of the plan, and a piece on its usage and costs in this week’s issue of The Brooklyn Paper does little to convert me.
Will Bredderman did some digging into the ferry and its ridership needs. He found that all of 120 people took the boat on its first day of service earlier this week, and the New York City Economic Development Corporation would not comment on the number of people needed to keep the service afloat. Despite the EDC’s assurances that they were “happy” with the early ridership, based on the cost estimates Bredderman reported, we should be skeptical indeed.
The kicker here is indeed those costs. The fare to ride the ferry is $2, but according to The Brooklyn Paper’s sources, the cost of a trip is around $20 a passenger. In other words, the EDC is subsidizing the ferry to the tune of around $18 a person. That’s a farebox operating ratio of 10 percent, and even if ridership inches up a bit, it won’t increase enough to make these costs more palatable.
Again, then, I’m left questioning the city’s new-found love of ferries. Politicians have embraced them as an alternate means of transportation while flat-out ignoring the fact that many ferry terminals — like the one at 58th St. in Brooklyn — are a mile away from the nearest subway and not located near dense residential areas that would warrant such service. Meanwhile, we don’t discuss costs because the EDC, unlike the MTA, isn’t forthcoming with its budget numbers.
When the MTA cut bus lines in 2010, they did so based, in part, on the cost to operate those buses. Many routes that were bleeding money were eliminated, and in the MTA documents provided at the time, we learned that some of the buses cut cost more per passenger to operate than fares dictated. None of the routes though were as unprofitable as the ferry, and all of the routes serviced orders of magnitude more people than a ferry does. Overall, New York City Transit’s current mid-year farebox operating ratio is projected to be around 58.6% for 2013. Why do we fetishize ferries so much again?
On the way home tonight from Yankee Stadium, I wrapped up my read of Alan Ehrenhalt’s The Great Inversion. Written during the depths of the recent recession and published in mid-2012, Ehrenhalt examines the changing demographics of urban life. It’s not about gentrifiction as Enrenhalt refuses to use the word, but the idea is that urban and suburban demographics have completely flipped. The urban core is where the wealthy, and largely white, upper class while middle and lower class communities, often majority-minority, are moving further away from downtown areas and often into the suburbs.
Over the past 12 years of the Bloomberg Administration, we’ve seen this happen on a citywide scale. Even during the economic doldrums of the 1970s, Manhattan was always the wealthy core, but the surrounding areas were hit hard by bad times following white flight. Only recently have areas like Williamsburg, Long Island City and even Park Slope and points further south become expensive neighborhoods. Even the South Bronx — an area with a history of neighborhood problems but very quick transit access to Midtown — seems to be on the rise.
As part of their assessment of the Bloomberg Era, WNYC has taken to examining the changing demographics of New York City. We know it’s become very expensive to live here, and many members of the middle class are being priced out. But for those that stay, the changing nature of the city means longer commutes. For those that want to or need to stay but find themselves priced out of areas close to the city’s job centers, travel is taking up more and more time.
Jim O’Grady discussed this problem at length in the story I’ve embedded above, and he produced a short written companion piece:
During Mayor Bloomberg’s three terms, it became especially expensive to rent or buy a home in Manhattan and neighborhoods close to it. Over the last 10 years, most of the growth in commuting to well-paying jobs in Manhattan has occurred in Manhattan itself – and in places like Williamsburg and Greenpoint, Downtown and Brownstone Brooklyn.
That development has pushed some New Yorkers of limited means to neighborhoods further from Manhattan, where most of the jobs are located. And increasing numbers of New Yorkers are traveling within or between the outer boroughs to get to work, often using a Manhattan-centric transportation system that is not well suited to getting them where they need to go.
But Bloomberg supporter Mitchell Moss, an NYU professor of urban planning and a former adviser to the mayor, argues that the economic growth that is driving up real estate prices hasn’t displaced that many people. “No one was living in parts of Hunters Point, no one was living in parts of Lower Manhattan, no one was living in DUMBO,” Moss said. “Those areas have become, not gentrified, they’ve become populated.”
Even so, it will be the next mayor’s job to try and lower the number of New Yorkers who commute more than an hour each way to work – a problem Mayor Bloomberg, for all his success at adding transportation options to the city, couldn’t solve.
Along with this piece, WNYC produced a heat map of travel times within the city. We’ve seen similar maps before, but along with their coverage of the socioeconomic changes, it drives home the point that a zone fare system would be inherently unfair to many people who cannot afford to pay more or live closer to their job centers.
So how can the next mayor or city planners fix the problem of, displacement, access to jobs and disparity in housing? The easy answer is to say that we need a massive expansion of the subway system along with a serious network of real bus rapid transit lines that feed both Manhattan and other job centers. Economically, that may not be feasible without a massive realignment of interests in City Hall and Albany and better control of project costs on the part of the MTA.
In another vein, Josh Barro at Business Insider proposes a few other fixes focusing around urban policy. Upzoning residential neighborhoods and incentivizing developers to construct taller buildings with more housing stock near the city’s core along with an aggressive push toward eliminating parking minimums could help increase available housing and ideally lower rents through market forces. That’s a controversial plan from the start.
Likely, there isn’t a very good answer. New York City is a hot place to live right now, and time has become a very valuable commodity. It will remain expensive to live close to the areas featuring high-paying jobs, and the price creep — which is extending further and further away — will continue to push those without money toward the fringe and ever-increasing commutes.
For New Yorkers and the MTA, an inconvenient truth is looming ever larger. On August 3, the R train’s Montague Tube will close for 14 months as MTA contractors rebuild the tunnel from the ground up in order to repair damage from Sandy. Meanwhile, in three weeks, the G train tunnel will begin its summer of shutdowns, and that work is set to stretch into next year. We’re only just getting started.
Ultimately, there’s an end in sight for this inconvenience, but it’s years into the future. The L train’s Canarsie Tube has run into problems lately, and other East River crossings are not well off. It’s easy to close the R train as nearby stations and more reliable subway lines provide redundancies, but as we’ll see in a few weeks, nearly every other train line is tougher to replace. The G train, in particular, poses some problems as it is the only subway link between Long Island City and Brooklyn that doesn’t involve a circuitous trip through Manhattan.
As the MTA gears up for the G train shutdowns and extended service changes, the agency is trying to assess alternate service. Greenpointers are resigned to the fate of a shuttle bus, but politicians are already angling for a different solution. As ridership north of Nassau Ave. isn’t overwhelming, the latest craze sweeping the city’s transportation system could help. The solution may lie in bike share.
I haven’t written too much about Citi Bike since the program started a few weeks ago, but last May, I examined how it can solve the first mile/last mile problem. With the successful launch of Citi Bikes, New York’s officials have called upon anyone listening to fund an expansion into areas impacted by Sandy, and the Daily News reports that the MTA may oblige. We could have MTA bikes soon enough.
Pete Donohue has the story:
The first expansion of Citi Bike could be to Brooklyn and Queens neighborhoods that are facing extensive subway outages to allow post-Sandy repairs on the G train.
MTA and Bloomberg administration officials are exploring an accelerated Citi Bike expansion to Long Island City, Queens, and Greenpoint, Brooklyn, sources said. The possibility of the Metropolitan Transportation Authority picking up some or all of the cost is one focus of the talks, sources said.
“It’s an active discussion,” a transit source said. “We recognize the G train serves an area without other subway options.”
Details are, of course, scarce at this early stage, but Donohue notes that Greenpoint and Long Island City were originally part of the initial bike share roll out before Sandy destroyed some of the equipment. Still, this is a nearly ideal situation for the area. Since ridership at these G train stations isn’t overwhelming, bike share could make a significant dent in bridging the gap between Court Sq. and Nassau Ave. It is, in fact, that first mile/last mile problem laid bare for all to see.
A MTA-funded portion of bike share would raise a number of questions — including those surrounding its future once the Greenpoint Tube is repaired and branding discussions — but these are problems that can be overcome. Already areas of the city without bike share are clamoring for it, and with numerous transit shutdowns on tap, it’s time to ramp up expansion.