scholarly journals Vulnerability of Transportation Networks: The New York City Subway System under Simultaneous Disruptive Events

2017 ◽  
Vol 119 ◽  
pp. 42-50 ◽  
Author(s):  
Lani M’cleod ◽  
Richard Vecsler ◽  
Yuan Shi ◽  
Ekaterina Levitskaya ◽  
Sunny Kulkarni ◽  
...  
Keyword(s):  
New York ◽  
New York City ◽  
York City ◽  
Transportation Networks ◽  
Subway System

Planning from the Bottom Up

Last Subway ◽  
2020 ◽  
pp. 124-156
Author(s):  
Philip Mark Plotch
Keyword(s):  
New York ◽  
New York City ◽  
York City ◽  
System Capacity ◽  
Bottom Up ◽  
Early Stages ◽  
System Increase ◽  
Subway System ◽  
Rail Service

This chapter recounts how New York City Transit Authority rail service planners Peter Cafiero, Chuck Kirchner, Glenn Lunden, and Jon Melnick resurrected the Second Avenue subway in 1988. Even though the Transit Authority was in the early stages of its 1987–91 capital program, the planners' bosses wanted to start getting ready for the next program, which would run from 1992 to 1996. The first step would be to create a document that assessed the authority's long-term needs and identified projects that would rehabilitate the subway system, increase ridership, improve productivity, and expand system capacity. One proposal the planners wrote to address the Lexington Avenue's problems was an idea that the MTA planner Bob Olmsted had first championed in 1975—a Second Avenue subway north of 63rd Street. As the Second Avenue subway proposal moved up the Transit Authority hierarchy, the authority's president, David Gunn, agreed that the time was right to begin thinking about expanding the subway system. Before he could devote significant resources to advancing the Second Avenue subway, however, it would have to compete with other potential megaprojects under discussion at the MTA's agencies.

Is There a Limit to Adoption of Dynamic Ridesharing Systems? Evidence from Analysis of Uber Demand Data from New York City

2018 ◽  
Vol 2672 (42) ◽  
pp. 127-136 ◽  
Author(s):  
Raymond Gerte ◽  
Karthik C. Konduri ◽  
Naveen Eluru
Keyword(s):  
New York ◽  
New York City ◽  
York City ◽  
Transportation Networks ◽  
Autonomous Vehicle ◽  
Temporal Trends ◽  
Technological Advances ◽  
Vehicle Operation ◽  
Bike Sharing ◽  
And Shifts

Recent technological advances have paved the way for new mobility alternatives within established transportation networks, including on-demand ride hailing/sharing (e.g., Uber, Lyft) and citywide bike sharing. Common across these innovative modes is a lack of direct ownership by the user; in each of these mobility offerings, a resource not owned by the end users’ is shared for fulfilling travel needs. This concept has flourished and is being hailed as a potential option for autonomous vehicle operation moving forward. However, substantial investigation into how new shared modes affect travel behaviors and integrate into existing transportation networks is lacking. This paper explores whether the growth in the adoption and usage of these modes is unbounded, or if there is a limit to their uptake. Recent trends and shifts in Uber demand usage from New York City were investigated to explore the hypothesis. Using publicly available data about Uber trips, temporal trends in the weekly demand for Uber were explored in the borough of Manhattan. A panel-based random effects model accounting for both heteroscedasticity and autocorrelation effects was estimated wherein weekly demand was expressed as a function of a variety of demographic, land use, and environmental factors. It was observed that demand appeared to initially increase after the introduction of Uber, but seemed to have stagnated and waned over time in heavily residential portions of the island, contradicting the observed macroscopic unbounded growth. The implications extend beyond already existing fully shared systems and also affect the planning of future mobility offerings.

Structural Equation Model of Customer Satisfaction for the New York City Subway System

2000 ◽  
Vol 1735 (1) ◽  
pp. 133-137 ◽  
Author(s):  
Kenneth R. Stuart ◽  
Marc Mednick ◽  
Johanna Bockman
Keyword(s):  
New York ◽  
New York City ◽  
Customer Satisfaction ◽  
York City ◽  
Structural Equation ◽  
Equation Model ◽  
Complex Model ◽  
Transportation Industry ◽  
Subway System ◽  
Using Data

A more complex model in content and design than previously applied to the measurement of customer satisfaction within the transportation industry is used in this study. Drawing from the results of previous studies that had a narrower focus, a network of 10 potentially important factors that affect customer satisfaction within the New York City subway system was postulated and tested using data collected from a cross section of adult residents. Results indicate that several factors have a direct influence on satisfaction, whereas others have an effect through intermediary variables. Path coefficients for the posited model are statistically significant, although several factors have notably more impact than others. Using model diagnostics, minor revisions and improvements to the initial model have been made while adhering closely to the principles of the original theory. Future developments are discussed, as is the model’s application for planning and resource allocation.

Automated Train Identification and Train Position Monitoring at New York City Transit

2020 ◽  
Vol 2674 (9) ◽  
pp. 843-854
Author(s):  
Shay Lehmann ◽  
Alla Reddy ◽  
Chan Samsundar ◽  
Tuan Huynh
Keyword(s):  
New York ◽  
New York City ◽  
Real Time ◽  
York City ◽  
Service Management ◽  
Short Term ◽  
Subway System ◽  
Competing Priorities ◽  
Position Monitoring

Like any legacy subway system that first opened in the early 1900s, the New York City subway system operates using technology that dates from many different eras. Although some of this technology may be outdated, efforts to modernize are often hindered by budgetary limits, competing priorities, and managing the tradeoff between short-term service disruptions and long-term service improvements. At New York City Transit (NYCT), the locations of all trains on all lines are not visible to any one person in any one place and, for much of the system, train locations can only be seen at field towers for the handful of interlockings in its operational jurisdiction as result of the legacy signal system, which may come as a surprise to many daily commuters or personnel at newer metros. In 2019, developers at NYCT gained full access to the legacy signal system’s underlying track circuit occupancy data and developed an algorithm to automatically track trains and match these data with schedules and manual dispatchers’ logs in real time. This data-driven solution enables real-time train identification and tracking long before a full system modernization could be completed. This information is being provided to select personnel as part of a pilot program via several different tools with the aim of improving service management and reporting.

An Empty Promise

Last Subway ◽  
2020 ◽  
pp. 27-48
Author(s):  
Philip Mark Plotch
Keyword(s):  
New York ◽  
New York City ◽  
York City ◽  
New York State ◽  
The State ◽  
Public Works ◽  
Constitutional Amendment ◽  
System P ◽  
Subway System ◽  
The City

This chapter examines how parks commissioner Robert Moses had been a powerful player in Fiorello La Guardia's administration and a dominant force under William O'Dwyer. Moses simultaneously held multiple public-sector positions that gave him enormous power over public works projects in the New York metropolitan area. During the four years and eight months of the O'Dwyer administration, O'Dwyer and Moses convinced New Yorkers, the media, and even state legislators that the city would soon begin building a Second Avenue subway. However, New York City was in a precarious financial situation. Not only was New York City getting less federal aid, but it was also reaching the maximum amount of money it could borrow, a level defined in the New York State constitution. To generate support for raising fares and building the new subway, O'Dwyer's team lied, claiming the Second Avenue subway would be self-sufficient and that the fare increase would create a financially sustainable and growing subway system. In 1950 and 1951, the state legislature authorized a constitutional amendment that would allow the city to borrow an additional $500 million over and beyond its constitutional debt limit. After the amendment passed, city officials knew that the city could not afford to proceed with the Second Avenue subway. By 1953, the city's business leaders and their allies in the state capital had lost faith in the city's ability to manage the transit system.

Token versus Stored Value Card use in New York City Subway System: Observational Study over Two Time Periods

1996 ◽  
Vol 1521 (1) ◽  
pp. 91-97
Author(s):  
Dan Baugher ◽  
Robert Dennehy ◽  
Andrew Varanelli
Keyword(s):  
New York ◽  
New York City ◽  
York City ◽  
Transportation Systems ◽  
Demographic Variables ◽  
Ease Of Use ◽  
Consistent Finding ◽  
Subway System ◽  
Entry Speed ◽  
Voluntary Adoption

As transportation systems search for ways to improve service and reduce costs, new systems for fare payment are becoming more common. The human throughput at turnstiles of a large number of token and stored value card users was observed in the New York City subway system for 1 week and then for another week after a 6-month interval. The results suggest that magnetic card swipe read/write technologies for fare payment may, at least initially, slow down access to subway platforms and increase entry problems for users. Stored value card users took longer, on average, and showed more variability in throughput than token users. Stored value card users also experienced a fair amount of difficulty in swiping their cards through turnstile readers, although the difficulties decreased after 6 months. Users of cards also differed from token users on a number of demographic variables. With about 50 percent of the ridership served by the new system at the time of the study, the most consistent finding across both study phases was a tendency for males to use the new card-based system more often than females and for Spanish riders to use cards less often than other riders. Possible problems with the voluntary adoption of cards by riders and the need for marketing efforts are also discussed in light of the inability of cards to offer any improvements in terms of ease of use or turnstile entry speed over that of token systems.

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