I have a few more thoughts rattling around my head on the heels of yesterday’s exploration of crowded subway conditions. In particular, it’s worth discussing briefly a few other ideas around the margins of New York City’s transit capacity issues and whether or not these ideas solve, exacerbate or simply skirt the problem. So let’s discuss three proposals that won’t address the capacity crunch and one that will.
Gondolas East River Skyway. Remember that ridiculous gondola plan from late 2014 in which a real estate executive proposed an East River gondola system connecting Williamsburg with the Lower East Side? Thanks to the looming L train shutdown and DNA Info’s willingness to respond to a pitch email, it’s back in the news. Dan Levy wants to spend $135 million of private money to construct two stops in Williamsburg and one near Delancey St. He claims by running 40-person cars every 30 seconds, he could shuttle 200,000 people over the East River during the L train shutdown, but the math doesn’t work. The vast majority of subway ridership arises during peak hours, and even if Levy’s plan can be achieved, the most the gondolas could in an hour is 4800 passengers, a far cry from peak hour L train ridership. Plus, gondolas simply dump passengers into the subway at another point down the line, and thus, capacity problems are not resolved.
2. Ferries. I have lots of thoughts on ferries and none particularly positive. The mayor is sinking a lot of money and time into his five-borough ferry system (air pollution concerns be damned), but its returns will be marginal. It’s great for people who live and work near the water and don’t mind paying an additional fare for another mode of transit. It may won’t be totally useless, but it’s not a panacea. For $180 million, the city could do more to help improve freedom of movement for many more.
3. Brooklyn-Queens Streetcar. Does this take people from where they are to where they want to be? Not really, if you drill down on the plan. Plus, a large percentage of riders will be looking to transfer to the subway anyway, thus adding riders or simply shifting them around. Again, for $2.5 billion, I would expect more.
So what’s the solution that could be implemented quickly and at a reasonable cost? It’s all about that bus.
By investing in better bus routing and better bus infrastructure (including a massive rollout of pre-board fare payment, dedicated lanes and signal prioritization), the city could bolster a means of transportation that can add capacity to the core network and get people from where they are to where they want to be. Despite campaign assurances, de Blasio has dragged his feet on expanding Select Bus Service, and while buses have a reputation as an underclass means of mobility, a robust network can help move everyone. Buses will, by necessity, be a big key to moving people during the L train shutdown, but turning a pair of Manhattan avenues into dedicated bus-only lanes should happen sooner rather than later. Restructuring routes to include more cross-borough options would be a big help as well. Yet, buses seem to get the short shrift in conversations concerning capacity. That attitude should change.
As a postscript, I would note that bikes too can help, but I see this as a scale issue. You would need far more robust bike infrastructure from lanes to parking to alleviate capacity concerns. A few hundred people biking won’t make the subways emptier.