Time lag effects of COVID-19 policies on transportation systems: A comparative study of New York City and Seattle

2021 ◽  
Vol 145 ◽  
pp. 269-283
Author(s):  
Zilin Bian ◽  
Fan Zuo ◽  
Jingqin Gao ◽  
Yanyan Chen ◽  
Sai Sarath Chandra Pavuluri Venkata ◽  
...  
1990 ◽  
Vol 22 (1) ◽  
pp. 5-15 ◽  
Author(s):  
R Wallace

This paper expands on an earlier analysis finding that massive loss of housing to contagious urban decay in New York City, after a delay, has materially contributed to creation of a literal famine of housing and community. As in traditional food famines, a great housing deficit, some estimates suggest a quarter million unit shortfall affecting perhaps a million people, has structured itself according to the city's social hierarchy, striking most seriously the most vulnerable of the population. These increasingly become precariously housed and then, with time, homeless as the decline of low-income housing supply collides with increasing numbers of the poor. Previous simple mathematical analysis suggested the demographics of those precariously housed strongly determines the dynamics of homelessness. A generalized treatment is given here, linking the number precariously housed in New York City to contagious urban decay and time lag effects resulting from housing units made available by an episode of out-migration by the middle class, along with the impact of expected deterioration of public health causing elevated death rates among the precariously housed and the homeless. The resulting mathematical model raises the possibility of complex, counterintuitive and self-reinforcing cyclic time dynamics, with deceptive apparently latent periods, and serious instabilities, perhaps capable of rapidly producing unexpected avalanches of homeless people. Suggestions are made for intervention and control, based on understanding the complex ‘life cycle’ of the process. These, it is found, must include prompt restoration of critical housing-related municipal services, particularly fire extinguishment.


1997 ◽  
Vol 1571 (1) ◽  
pp. 116-122
Author(s):  
Patricia Perales

The Myrtle-Wyckoff Intermodal Facility proposal is presented, its planning process is discussed, and recommendations for future partnerships between New York City Transit (NYCT) and the New York City Department of Transportation (NYCDOT) are given. The planning of this intermodal project was affected by three factors: the planning is a joint effort of two public organizations, it is being formulated for a transportation system that has few intermodal facilities, and it is being developed during austere capital budget cuts. The partnership developed because the intermodal facility will be partially financed with federal Congestion Mitigation Air Quality (CMAQ) funds. NYCDOT was awarded the CMAQ funds, and NYCT will own and operate the facility. Second, because NYCT was conceptualized in the 19th century by private companies, the transportation systems are not integrated because of the physical infrastructure and unparallel service plans. In the past decade, NYCT has taken a variety of initiatives to coordinate and integrate the services. Creation of intermodal facilities is one of the goals of the NYCT 1995–1999 Strategic Business Plan. The project is a good capital investment. However, organizational priorities and funding constraints prevented it from being included in the proposed capital program. Capital projects evolve in four phases: concept consideration, adoption of concept, implementation, and operation. The development of the project from the consideration phase to the adoption phase is presented. The conclusion will list recommendations for future planning partnerships between NYCT and NYCDOT.


Author(s):  
Dan Baugher ◽  
Robert Dennehy ◽  
Andrew Varanelli

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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