Making Tracks on 2nd Avenue - The Institute for Rational Urban

Transcription

A new transit mode for New York City
The Case for
Light Rail Transit on
Manhattan’s East Side
New York City. October 1999
RESEARCH STUDY - STUDIENARBEIT
“The Case for Light Rail Transit on
Manhattan’s East Side”
INSTITUTE FOR RATIONAL URBAN MOBILITY, INC.
One Washington Square Village, Apt. 5D
New York, NY 10012
phone: 212-475-3394, fax: 212-475-5051
e-mail: [email protected]
and
Department of Track and Railway Operations
Technical University Berlin
prepared by:
Philipp Rode
Woehlertstr. 15
10115 Berlin
phone: 01149-30-281 9876
e-mail: [email protected]
supervised by:
George Haikalis, M.S.
Dipl.-Ing. Lutz Hübner
Prof. Dr.-Ing. habil. J. Siegmann
The Case for Light Rail Transit on Manhattan’s East Side
Final Report
Contents
Contents
Tables
iii
Figures
iv
Maps
v
Pictures
vi
Abbreviations
vii
1 Introduction
1-1
2 The Light Rail Transit Mode
2.1-1
2.1 The History of Trolleys in the US and in New York City
2.1-1
2.1.1 Trolleys in the US
2.1-1
2.1.2 History in NYC
2.1-7
2.2 The Revival of Streetcars: Light Rail Transit
2.2-1
2.2.1 The Worldwide Interest in LRT
2.2-1
2.2.2 LRT Revival in the US
2.2-3
2.2.3 Existing Plans for New York City
2.2-7
2.3 Characteristic s of Light Rail Transit
2.3-1
2.3.1 Light Rail Vehicles
2.3-1
2.3.2 LRT Infrastructure
2.3.-9
2.3.3 LRT Operation
2.3-14
2.3.4 LRT Alignments
2.3-16
2.3.5 The role of LRT as part of a transit system
2.3-22
3 The Case for Light Rail Transit on Manhattan’s East Side
3.1 Description of Study Area
3.1-1
3.1-1
3.1.1 Manhattan
3.1-2
3.1.2 The Study Corridor
3.1-8
3.1.2.1 Origins and Destinations of Work Trips
3.1-8
3.1.2.2 Traffic and Transportation
3.1-11
3.2 Existing Problems
3.2-1
3.2.1 Inadequate Transit Service on Manhattan’s East Side
3.2-1
3.2.2 High Traffic Volumes
3.2-5
i
Final Report
Contents
3.3 Solutions
3.3-1
3.3.1 Objectives
3.3-1
3.3.2 Proposed Alternatives
3.3-3
3.4 The East Side LRT Line
3.4-1
3.4.1 The Alignment Analysis Area
3.4-10
3.4.2 Description and Impacts of Alignment Alternatives
3.4-18
3.4.2.1 Alignment 1 - One Way Pair Alignment
3.4-19
3.4.2.2 Alignment 2 - Two Way Transit Way Alignment on First Avenue
3.4-27
3.4.2.3 Alignment 3 - Two Way Transit Way Alignment on Second Avenue
3.4-32
3.4.2.4 Alignment 4 - Pedestrian Mall Alignment on Second Avenue
3.4-37
3.4.3 Alignment Evaluation
3.4-43
3.5 The role of the East Side LRT Line
3.5-1
3.5.1 Traffic and Transportation
3.5-1
3.5.2 Economy
3.5-10
3.5.3 Environment
3.5-12
3.6 Possible Implementation of the East Side LRT Line as part of an integrated
Transportation Plan
3.6-1
4 Conclusion
4-1
Appendix A - Pictures
A-1
Appendix B - Manhattan Map
B-1
Appendix C - The journey time model
C-1
Appendix D - Conversion Factors
D-1
Appendix E - Addresses
E-1
Bibliography
F-1
ii
Final Report
Contents
Tables
Table 2.2-1
LRT Systems in the US
2.2-6
Table 2.3-1a
LRT Alignment Classification
2.3-18
Table 2.3-1b
LRT Alignment Classification
2.3-19
Table 2.3-2
LRT comparison with other means of transportation
2.3-23
Table 2.3-3
LRT compared to Bus systems
2.3-28
Table 2.3-4
LRT compared to Subway systems
2.3-29
Table 3.1-1
Top Twenty Origin and Destination Pairs:
Lexington Avenue Nos. 4, 5, and 6 Trains
3.1-19
Table 3.4-1
East Side LRT Line, Length of Segments
3.4-2
Table 3.4-2
Ridership Estimates for East Side LRT Line
3.4-8
Table 3.4-3
Potential LRT Trips with Non-Manhattan Origins
3.4-9
st
Table 3.4-4
Volumes (North) and Turning Volumes (East and West) on 1
Avenue
3.4-12
Table 3.4-5
Volumes (South) and Turning Volumes (East and West) on 2nd
Avenue
3.4-13
Table 3.4-6
Scoring Model with weights (First Calculation)
3.4-45
Table 3.4-7
Assessment and Scoring of Alignments (First Calculation)
3.4-46
Table 3.4-8
Scoring Model with weights (Sensitivity)
3.4-47
Table 3.4-9
Assessment and Scoring of Alignments (Sensitivity)
3.4-48
Table 3.5-1
Stops and Running Time Comparison
3.5-2
Table 3.5-2
Capital Cost for the East Side LRT Line, Element 1 and 3 from
Canal Street to 125th Street
3.5-11
iii
Final Report
Contents
Figures
Figure 2.1-1
The Electric Conduit
2.1-11
Figure 2.3-1
Dimensions of the Grenoble LRV
2.3-2
Figure 2.3-2
Different types of flexible tracks in pavement
2.3-10
Figure 2.3-3
Transit Line Power Distribution System
2.3-11
Figure 2.3-4
Exclusive Alignments
2.3-19
Figure 2.3-5
Semi-Exclusive Alignments
2.3-20
Figure 2.3-6
Non Exclusive Alignments
2.3-21
Figure 3.1-1
AM Destinations of East Side Zones Residents
3.1-9
Figure 3.1-2
AM Origins of Trips to the East Side Zones
3.1-9
Figure 3.1-3
Hourly ridership volume on the M15 Bus at 60th Street
3.1-12
Figure 3.1-4
M15 Southbound - Weekday 24 hour Ridership 1998
3.1-13
Figure 3.1-5
M15 Northbound - Weekday 24 hour Ridership 1998
3.1-13
th
Figure 3.1-6
Southbound at 60 Street Passengers on the Lex Ave Subway and the M15 Bus
3.1-17
Figure 3.1-7
Northbound at 60th Street Passengers on the Lex Ave Subway and the M15 Bus
3.1-17
Figure 3.1-8
Southbound Lexington Avenue Subway, 24-Hours Turnstile
Registration 1996
3.1-18
Figure 3.1-9
Traffic Volumes on Second Avenue
3.1-21
Figure 3.1-10
Traffic Volumes on First Avenue
3.1-21
Figure 3.3-1
Goals and Objectives
3.3-2
Figure 3.4-1
Journey Time and Stop Frequency
Figure 3.4-2
nd
Exiting Street Configuration on 2
Figure 3.4-3
The One-Way-Pair Alignment on Second and First Avenue
3.4-20
Figure 3.4-4
LRT and the existing "Green Wave" on 1st and 2nd Avenue
3.4-22
Figure 3.4-5
3.4-5
st
and 1 Avenue
3.4-14
st
nd
LRT and possible "Green Wave" configuration on 1 and 2
Avenue 3.4-22
st
Figure 3.4-6
Two-Way-Transit-Way Alignment on 1 Avenue with Station
3.4-27
Figure 3.4-7
Two-Way-Transit-Way Alignment on 1st Avenue without Station
3.4-27
Figure 3.4-8
Possible simultaneous signal configuration, cycle time: 110 s,
green time: 70 s
3.4-28
Figure 3.4-9
Two-Way-Transit-Way Alignment on 2nd Avenue with Station
3.4-32
Figure 3.4-10
Two-Way-Transit-Way Alignment without Station
3.4-33
nd
Figure 3.4-11
Two-Way-Transit-Way Alignment on Second Avenue with a 2
Avenue Subway Interface
3.4-35
Figure 3.4-12
Pedestrian Mall Alignment on 2nd Avenue, two-way 1st Avenue
3.4-38
Figure 3.4-13
nd
Pedestrian Mall Alignment with 2
iv
Avenue Subway Interface
3.4-40
Final Report
Contents
Maps
Map 2.1-1
Trolley Network of the Metropolitan Street Railway Company at
the turn of the century
2.1-8
Map 2.2-1
US Cities with LRT Systems in 1979
2.2-4
Map 2.2-2
US Cities with LRT Systems in 1999
2.2-5
Map 2.2-3
Future Development of LRT Systems in the US
2.2-5
Map 2.2-4
Existing LRT Plans for Manhattan
2.2-7
Map 3.1-1
Elements of the Study Area
3.1-1
Map 3.1-2
Predominate Land Use on Census Tract level in Manhattan
3.1-3
Map 3.1-3
Population Density in Manhattan
3.1-4
Map 3.1-4
Income per Capita
3.1-5
Map 3.1-5
Percentage of Persons over 65 Years
3.1-5
Map 3.1-6
1990 Average Commuting Time
3.1-6
Map 3.1-7
Commuted by Rapid Transit
3.1-6
Map 3.1-8
Commuted by Bus
3.1-7
Map 3.1-9
Commuted by Taxi
3.1-7
Map 3.1-10
Commuted by Car
3.1-7
Map 3.1-11
Commuted by Walking
3.1-7
Map 3.1-12
The East Side Zones
3.1-8
Map 3.1-13
Upper East Side Zone - Trips to Work per Square Mile
3.1-10
Map 3.1-14
East Midtown Zone - Trips to Work per Square Mile
3.1-10
Map 3.1-15
Lower East Side Zone - Trips to Work per Square Mile
3.1-10
Map 3.1-16
MTA Buses in Manhattan
3.1-11
Map 3.1-17
Subway Lines in Manhattan
3.1-14
Map 3.2-1
Distance to the next station of a north/southbound subway line
3.2-2
Map 3.3-1
The MESA Alternatives
3.3-4
Map 3.3-2
Metro Link proposal by the Regional Plan Association
3.3-6
Map 3.4-1
Segments of the East Side LRT Line
3.4-1
th
Map 3.4-2
Proposed LRT Stations between Houston and 125
existing subway lines and stations
Street with
3.4-6
Map 3.4-3
Proposed LRT Stations between Houston and 125th Street with
3.4-6
Map 3.4-4
Street Network of the Alignment Analysis Area
3.4-11
Map 3.4-5
Street Network of the Alignment Analysis Area
3.4-11
st
nd
Map 3.4-6
Curbcuts on 1 and 2
Avenue
Map 3.4-7
Land-Use along First and Second Avenue
3.4-17
Map 3.5-1
East Side LRT Line Accessibility up to 2 miles Journey times from
42nd Street traveling south
3.5-3
Map 3.5-2
Second Avenue Subway Accessibility up to 2 miles Journey times
from 42nd Street traveling south
3.5-3
v
3.4-16
Final Report
Contents
Pictures
Picture 2.1-1
Trolleys at Times Square
2.1-10
Picture 2.1-2
Tearing up Trolley Tracks
2.1-13
Picture 2.3-1
The Grenoble LRV
2.3-2
Picture 2.3-2
LRV in Portland
2.3-4
Picture 2.3-3
Incentro LRV (Adtranz)
2.3-5
Picture 2.3-4
LRT and Bike Access
2.3-6
Picture 2.3-5
Wheelchair Access
2.3-6
Picture 2.3-6
Modern LRT Station in Strasbourg
2.3-13
Picture 2.3-7
Multiple entrances, LRV in Berlin
2.3-14
Picture 2.3-8
Touchless checking on board an LRV
2.3-14
vi
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Introduction
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Chapter 2
The Light Rail Transit Mode
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Denver
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Boston
Boston
Boston
Boston
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Pittsburgh
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Newark
Newark
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Philadelphia
Philadelphia
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Seattle
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Minneapolis/St.
Minneapolis/St. Paul
Paul
Portland
Portland
Portland
Milwaukee
Milwaukee
Buffalo
Buffalo
Buffalo
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Town/City11
Transit Agency
Year of
Opening
Year of
Extension
Manufacturer of the latest System length One-way Line
LRT vehicles
in route-miles in in km, 1995
1976 (USDOT)
(TRB)
35.4
22
Number of
cars in
operation,
1995 (TRB)
35
40.1
24.9
220
-
4.3
2.7
12
-
Tokyu Car Corp.
10.3
6.4
27
20%
21.1
13.1
48
-
Baltimore MD
Mass Transit Administration, Maryland DOT
1992
Adtranz
Boston MA
Massachusetts Bay Transportation Authority
1856
Kinki-Sharyo
Boston MA
Mattapan Ashmont
Buffalo NY
Niagara Frontier Transit Metro System
1984
Cleveland CH
Greater Cleveland Regional Transit Authority
1913
Dallas TX
Dallas Area Rapid Transit Authority
1996
Kinki-Sharyo
Denver CO
Regional Transportation District
1994
Siemens
Fort Worth
-
Los Angeles CA
1990
Memphis, TN
Los Angeles County Metropolitan
Transit Authority
Memphis Area Transit Authority
New Orleans LA
Regional Transit Authority of Orleans & Jefferson
1835
Newark NJ
New Jersey Transit Corporation
Philadelphia PA
Philadelphia PA
Southeastern Pennsylvania Transportation
Authority
-
Pittsburgh PA
Port Authority of Allegheny County
1859
Portland OR
1986
Sacramento CA
Tri-County Metropolitan Transportation District of
Oregon
Sacramento Regional Transit District
1987
San Diego CA
San Diego Trolley
1981
1991
San Francisco CA
San Francisco Municipal Railway
1860
1980
Breda
San Jose CA
Santa Clara Valley Transportation Authority
1987
1996
One-way Line
in miles, 1995
(TRB)
Breda, Tokyu Car Corp.
-
28.5
13.1
-
1.2
Siemens
Percentage of SemiExclusive and NonExclusive under 35
MPH, 1996 (TRB)
18%
42%
-
-
-
8.5
5.3
11
-
1.6
1
8
-
35.4
22
54
23%
-
4.3
-
-
-
6.5
14
8.7
41
-
1935
CKD T6C5 Double-Ended
Tram
Kinki Sharyo, Alstom
4.2
6.9
4.3
24
-
1906
Adranz
27
19.2
11.9
29
-
1993
1990
1858
1985
82
35.9
22.3
112
-
24.9
31.2
19.4
71
-
Bombardier, Siemens
24.3
15.1
26
52%
Siemens
29.5
18.3
36
26%
Siemens
55.4
34.4
71
11%
36
39.1
24.4
128
32.2
20
50
-
3.7
-
-
-
29
18
31
-
469.2
324.2
984
Siemens
UTDC (Bombardier)
Seattle WA
King County Department of Transportation
1982
-
St Louis MO
Bi-State Development Agency
1993
Siemens
Total
255.6
11
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Outbound Passengers, 1st Avenue
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1000
800
600
400
200
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10
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5
4
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113th St.
105th St.
97th St.
91st St.
83rd St.
77th St.
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17th St.
25th St.
34th St.
42nd St.
50th St.
57th St.
66th St.
72nd St.
79th St.
86th St.
94th St.
Hanover St.
John St.
Frankfort St.
Spruce St.
Centre St.
Market St.
Grand St.
Second Ave
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70th St.
62nd St.
52nd St.
45th St.
36th St.
28th St.
20th St.
11th St.
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108th St.
116th St.
125th St.
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Spring St.
Bleeker St.
Astor Place
Union Square
23rd St.
28th St.
33rd St.
Grand Central
51st St.
59th St.
68th St.
77th St.
86th St.
96th St.
103rd St.
110th St.
116th St.
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125th St.
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system.
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a and b: References from Chapter 4.5
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3500
PM Peak Hour
3000
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2500
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1500
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2500
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49TH ST
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58TH ST
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Final Report
Chapter 3.4 - The East Side LRT Line
3.4 The East Side LRT Line
Map 3.4-1: Segments of the
East Side LRT Line
The key feature of the proposals for additional surface
public transit on Manhattan’s East Side examined in this
study is the implementation of improvements in a
&
Washington
Washington
Washington
Washington
Washington
Washington
Heights
Heights
Heights
Heights
Heights
Heights
north/south direction. Special emphasis is given to
better access and transfers to and from existing rapid
transit lines that serve the two principal cores of
Manhattan’s CBD - Midtown and Lower Manhattan. Due
11
11
1mile
mile
mile
mile
1
mile
mile
to the existing patterns of roadways, the range of
11
11
1km
km
km
km
1
km
km
alternatives north of 14th Street is limited for practical
reasons to variations along First and Second Avenue,
the only continuous Avenues through the center of the
Morningside
Morningside
Morningside
Morningside
Morningside
Morningside
Heights
Heights
Heights
Heights
Heights
Heights
Study Area. Since Manhattan’s geography extends to
Harlem
Harlem
Harlem
Harlem
Harlem
Harlem
the east between Canal and 14th Street, and an
irregular older street grid exists south of Houston
Street, planners are confronted with an increased need
for crosstown routings and numerous alignments are
Upper
Upper
Upper
Upper
Upper
Upper
East
East
East
East
East
East
Side
Side
Side
Side
Side
Side
Central
Central
Central
Park
Park
Central
Central
CentralPark
Park
Park
Park
Upper
Upper
Upper
Upper
Upper
Upper
West
West
West
West
West
West
Side
Side
Side
Side
Side
Side
possible.
Building on MTA´s innovative proposal for a Lower East
Midtown
Midtown
Midtown
Midtown
Midtown
Midtown
West
West
West
West
West
West
Midtown
Midtown
Midtown
Midtown
Midtown
Midtown
Murray
Murray
MurrayHill
Hill
Hill
Hill
Murray
Murray
Murray
Hill
Hill
Clinton
Clinton
Clinton
Clinton
Clinton
Clinton
Chelsea
Chelsea
Chelsea
Chelsea
Chelsea
Chelsea
Segment 1
LRT on 2nd
and/or 1st
Avenue
Gramercy
Gramercy
Gramercy
Gramercy
Gramercy
Gramercy
Park
Park
Park
Park
Park
Park
Greenwich
Greenwich
Greenwich
Greenwich
Greenwich
Greenwich
Village
Village
Village
Village
Village
Village
Soho
Soho
Soho
Soho
Soho
Soho
Segment 3
Possible
Connection
via Allen or
Chrystie St.
Side LRT Shuttle (see Chapter 3.3, Segment 2 in Map
East
East
East
East
East
East
M;idtown
M;idtown
M;idtown
M;idtown
M;idtown
M;idtown
extension northward to 125th Street in Harlem, along the
same
East
East
EastVillage
Village
Village
Village
East
East
East
Village
Village
Lower
Lower
Lower
East
East
Lower
Lower
LowerEast
East
East
East
Side
Side
Side
Side
Side
Side
alignment
dedicated
bus
advantage
of
where
lanes
this
the
MTA
(Segment
LRT
proposal
1).
extension
The
would
offers
obvious
be
the
implementation of a single homogeneous transit system
Tribeca
Tribeca
Tribeca
Tribeca
Tribeca
Tribeca
Lower
Lower
Lower
Lower
Lower
Manhattan
Manhattan
Manhattan
Manhattan
Manhattan
Manhattan
3.4-1), an East Side LRT Line would represent an
Segment 2
Lower East Side
LRT Shuttle
that serves the entire East Side instead of the three
different modes proposed in MTA’s MESA study.
Page 3.4-1
Final Report
This research study concentrates on LRT concepts for Segment 1 of the East Side LRT Line
on First and Second Avenue. Specific alignments for the connection to the East Side LRT
Shuttle (Segment 3) and their variations along Allen or Chrystie Street are not addressed and
analyzed. Furthermore, variations on MTA’s Lower East Side LRT Shuttle are possible. In
particular, the costly connections to the Chambers Street subway station could be avoided if
an all-surface alignment serving Chinatown were selected. Consequently, the LRT running
time calculations provided for the area south of Houston Street are rough estimates.
Table 3.4-1: East Side LRT Line, Length of Segments
East Side LRT Segments
Length in
Miles
Length in
km
Segment 1:
Houston Street - 125 th Street
6.2
10.0
Segment 2:
Lower East Side LRT Shuttle
4.6
7.4
Segment 3:
Canal to Houston Street via Allen or Chrystie
St.
0.6
1.0
The East Side LRT Corridor:
Southern part of Segment 2 to Canal Street,
Segment 3 and Segment 1 to 125th Street
8.6
13.8
Light Rail Vehicles for Manhattan’s East Side
The East Side LRT Line represents a completely new system in an urban application with
speeds below 30 mph (50 km/h) which does not operate with heavy LRVs (buff strength
requirements) or existing high platform stations. Therefore the opportunity to introduce
state-of-the-art 100% Low Floor LRVs to North America should be considered. Without
endorsing a specific product, technical specifications of Adtranz (DaimlerChrysler Rail
Systems) latest vehicle, the “Incentro Type AT 8/7 L” LRT were chosen for this case study
to represent a typical modern 100 % Low Floor LRV.
Page 3.4-2
Final Report
With a length of 166 feet (50.6 m) and a width of 8.7 feet (2.65 m), a single articulated
vehicle provides 126 seats and up to 352 standees for a maximum capacity of 478
passengers. Altogether eight entrances ensure rapid discharging and boarding of passengers
and help to reduce station dwell times.
Car floor height at entrances is 350 mm (13.8 inches) permitting convenient wheelchair
access. To reduce vehicle costs, uni-directional vehicles can be used. With a minimal turning
radius of 15 m (46 feet), these vehicles can be operated at any street in the Study Area that
is selected for LRT turnback tracks. Alternatively, bi-directional vehicles can be used reducing
track construction cost.
Headway and Capacity
A proposed five minute headway in peak hours results in a capacity of 5,736 pphpd
(passenger per hour per direction). The maximum possible capacity with a headway of 90
seconds is theoretically as high as 19,120 pphpd. Off-peak, a five minute headway would
result in a seated capacity of 1,512 pphpd.
Station design
Stations will require at least a 166 feet (50.6 m) platform to accommodate one LRV. Between
Houston and 125th Street, where the uniform Manhattan street grid is in place, each station
will require almost an entire block with 206 feet (63 m). This leaves enough sidewalk space
(15 feet, 4.6 m) on each side of a block (35.5 feet, 10.8 m) for pedestrians to cross the
Avenues in front or behind an LRV stopping at a station or a red traffic signal. Besides high
capacities, long LRVs provide faster discharging and boarding times (reducing running times)
as well as less walking for passengers.
Platform heights for 100% Low-Floor LRVs of 350 mm are a little higher than a typical curb.
While boarding from street level is theoretically possible, this would only be needed for
emergencies.
Stop Frequency
Independent from the actual alignment, an optimal stop frequency of the East Side LRT Line
is discussed in this subchapter. This information can be used for further refinement of travel
time estimates for each alignment alternative.
Page 3.4-3
Final Report
Top priority in establishing a stop frequency for a transit system is the reduction of the
average passenger journey time. Journey time composed of three elements: access time to
and from the transit system, waiting time at the station and riding time. The waiting time is
independent from the stop frequency; it depends only on the service frequency. Therefore,
with regard to access time, one has to balance two contradicting objectives: To decrease
the access time, additional stops are desired, but this results in a longer riding time.
The regular street grid of Manhattan north of Houston Street allows the description of this
contradiction in a simplified model (Appendix C) which offers a theoretical optimization for the
journey time. Furthermore, it is important to take into account the subjective (i.e. perceived)
journey time, which is generally higher for access time (walking) than for more convenient
riding time.
The average trip length of M15 bus riders is 13 stops or about 35 blocks based on ridership
surveys. This number is confirmed by a logical explanation of transit trips along the East Side:
The two business concentrations, Lower Manhattan and Midtown, are about 70 blocks apart.
It is another 70 blocks from Midtown to the north-east end of Manhattan. Neglecting the
Upper East Side residents commuting to Lower Manhattan, who use the faster subway, the
number of 30 to 40 blocks is about the average commuting distance of all East Side residents.
Figure 4.3-1 shows the average subjective journey time for a 35 block length trip with a
factor of 1.5 for the subjectively longer access (walking) time and a relatively high station
dwell time of 20 seconds. The minimum journey time is registered with a stop frequency of 4
blocks. A frequency of 5 or 6 blocks takes only slightly longer, though the advantage of a 4
block frequency increases with lower station dwell times. Lower dwell times occur because a
lesser amount of riders board or leave an LRV at each station with more stops given a fixed
number of projected passengers. As average station dwell times are likely to be lower with
the proposed multiple entrance LRVs, the theoretical 4 block frequency was chosen. With a
10 second dwell time, this frequency would be favorable even for a subjectivity factor of one.
Page 3.4-4
Final Report
Figure 3.4-1: Journey Time and Stop Frequency
1200
Average Access Time TA [s]
per Trip
1000
Average Riding Time TR [s]
per Trip
Time [s]
800
Average Journey Time TJ [s]
per Trip
600
400
200
19
17
15
13
11
9
7
5
3
0
Stop Frequency [blocks]
As shown In Map 3.4-2 and 3.4-3, minor stops (stations in blue without a name) on the basis
of this theoretical number were added to necessary stops (e.g. at major crosstown streets
and subway interfaces). In this way, 36 stops were designated along the 6.2 miles (10 km)
stretch between 125th Street and Houston Street: 17 between Houston and 63rd Street and
19 between 63rd and 125th Street. This represents an average stop frequency of 3.5 blocks or
920 feet (280 meters). This relatively high LRT stop frequency takes into consideration an
urban application of LRT through high density areas. Latest LRT developments in Europe also
tend to have higher stop frequencies responding to the importance of subjective journey
1
time.
Without preference for a specific alignment on First or Second Avenue, stations in Map 3.4-2
and 3.4-3 have been placed along Second Avenue.
1
VDV, 1997, p. 224
Page 3.4-5
Final Report
Map 3.4-2 and 3.4-3: Proposed LRT Stations between Houston and 125th Street with
.
.
.
.
.
4
5
6
.
.
.
.
Storage Facility
Facility 126th
126th Street
Street
+
+Storage
;
;125th
125th
St.
125th
125th St.
St.
St.
;
;
;
;
116th St.
St.
;
;116th
;
;
;
;
;
;106th
106th St.
St.
;
;
;
;
0.5
miles
0.5 miles
miles
0.5
;
;96th
96th St.
St.
500
500 m
m
m
500
500
m
;
;
;
;
86th
86th St.
St.
St.
86th
St.
;
;86th
;
;
79th
St.
79th St.
St.
;
;79th
;
;
72nd
St.
;
;72nd
72nd
72nd St.
St.
St.
;
;
63rd St.
St. S
.
;
;63rd
&
;
63rd St.
St.
;63rd
S
. ;
N
. ;
.
.
;59th
59th St.
St.
;
;57th
57th
St.
57th
57th St.
St.
St.
F
.
.
;
;53rd
53rd
53rd St.
St.
St. E
53rd
St.
.
;
;
;
;
. .. ;
;42nd
42nd
42nd St.
St.
St.
4
42nd
St.
5
;
;
6
34th
34th St.
St.
St.
34th
St.
;
;34th
.
;
;
.
;
;
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23rd
St.
23rd
23rd St.
St.
St.
;
;23rd
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14th St.
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Page 3.4-6
R
.
.
.
.
Houston St.
St.
;
;Houston
.
F
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7
0.5
0.5 miles
miles
miles
0.5
0.5
500
500 m
m
&
L
Final Report
Ideal LRT Running Times
Under ideal circumstances, with a station dwell time between 10 to 20 seconds, a service
acceleration and deceleration of 3 mph/s (1.3 m/s²) and a maximum speed of 30 mph
(50km/h), the running time along this 6.2 miles (10km) stretch from 125th to Houston Street is
about 25 to 30 minutes.
Assuming the same average speed of 12 to 15 mph (20 to 24 km/h) for the 2 miles (3,3 km)
southern stretch from Houston Street to the southern tip of Manhattan, for which the ideal
running time is between 8 to 10 minutes, the LRT Line would require 33 to 40 minutes to
cross Manhattan on the East Side from north end to the southern tip.
In reality, significantly higher running times are expected in particular because of the high
density of crosstown streets, each with signaled intersection only 260 feet (80 m) apart from
each other.
Ridership Potential
For establishing the potential number of passengers using the East Side LRT Line, MTA’s
Distribution/Mode Choice Model for the AM peak period has been used. Manhattan residents’
most reasonable origin and destination zones for potential East Side LRT trips were chosen on
the basis of the available data cells (Table 3.4-2). Additionally, out of the top twenty origindestination AM peak pairs for the Lexington Avenue Subway, ridership numbers for those pairs
for which riding the East Side LRT line would be the better alternative to the subway, have
been added (Table 3.4-3).
The busiest location for intra-Manhattan trips (those with origin and destination in
Manhattan) that might use the East Side LRT is the North Midtown Screenline at 60th street.
At this location almost 3,800 pphpd might want to use the LRT line for a southbound
commute. This is more than twice the number of the current M15 AM peak hour volume at
60th Street.
Page 3.4-7
Final Report
Table 3.4-2: Ridership Estimates for East Side LRT Line
Screenline
North Midtown
60 th Street
South Midtown
23 rd Street
Lower Manhattan
Canal Street
Southbound trips
starting in Upper East
Side north of 60th
Street going to East
Midtown south of 60 th
Street, the East Village
or the Lower East
Side.
Northbound trips
starting in the Lower
East Side, East
Village and East
Midtown south of 23 rd
Street going to East
Midtown north of 23rd
Street.
Southbound trips
starting in East
Midtown south of 42 nd
Street, the East
Village and the Lower
East Side going to
Lower Manhattan.
Peak Hour1 Person
Trip by Auto
856
277
521
Peak Hour1 Person
Trip by Transit
2939
1401
2027
Peak Hour1 Person
Trip Total
3795
1679
2547
Origin Zones
Destination Zones
Description
1
C a l c u l a t e d f r o m 2 h o u r p e a k p e r i o d d a t a . P e a k h o u r d a t a o f 6 0 th S t r e e t S c r e e n l i n e s h o w e d t h a t a b o u t 7 0 % o f
peak period volumes took place during the peak hour.
Page 3.4-8
Final Report
Table 3.4-3: Potential LRT Trips with Non-Manhattan Origins
Trip Origin
Trip Destination
AM Peak Hour
Estimated
Trips* on Lexington Percentage of trips
Avenue Subway
changing to ES LRT
LRT Ridership
Potential
Queens
East Midtown
9,826
30%
2,947
Queens
Upper East Side
5,040
30%
1,512
Brooklyn
Lower East Side
3,240
80%
2,592
* 40% of Peak Period Volumes (3
hours)
Additionally, a potential ridership of 3,000 pph, deduced from Lexington Avenue subway trips,
is concentrated in the same general area. This number results from trips starting in Queens
and having destinations in East Midtown. These travelers use the Lexington Avenue subway
north/south travel on Manhattan’s East Side after crossing the East River westbound with
another subway line, either the No.7, E, F, N, R, or S train. It is estimated that about 30% of
these transferees, the LRT Line would be preferred if an adequate interface is provided.
Unfortunately this data sources does not permit making estimates of expected ridership
volumes at specific locations and about the distribution in each direction.
Together with the information about other volumes in Table 3.4-2 and 3.4-3, ridership
estimates make a strong case for the East Side LRT Line and highlight the importance of
flexibility to provide even higher transit capacity. As previously shown, this LRT Line could
have a capacity of up to 19,120 pphpd.
Storage and Maintenance Facility
The existing MTA bus facility at 126th Street between First and Second Avenue would be a
possible location for East Side LRT storage and maintenance facility. By expending along the
entire block between 126th and 127th Street, a parcel of land of 100,000 feet² (9,150 m²) is
created, big enough to store up to 30 LRVs adjacent to a maintenance building.
Page 3.4-9
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Street
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48th
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37th
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34th
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33rd
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E
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28th
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27th
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24th
24th
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Street
E
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22nd
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20th
20th
Street
Street
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19th
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19th
19th
Street
Street
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Street
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17th
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Street
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Street
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E
16th
16th
Street
Street
E
E
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15th
15th
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Street
Street
Street
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15th
15th
Street
Street
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Town
Town
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E
E
E
14th
14th
Street
Street
E
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14th
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Street
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14th
Street
E
E
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1st
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Street
Street
E
E
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1st
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E
E
E13th
13th
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E
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12th
12th
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E
E
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12th
12th
Street
Street
E
E
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11th
11th
Street
Street
E
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11th
11th
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E
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10th
10th
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Street
E
10th
Street
E
E
10th
Street
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E
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9th
9th
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Street
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E
E
E7th
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Avenue
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B
B
B
Avenue
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Avenue
B
B
E
E
E54th
54th
54th
54thStreet
Street
Street
Street
E
E
E
54th
54th
Street
Street
E
E
E53rd
53rd
53rdStreet
Street
Street
E
E
E30th
30th
30th
30thStreet
Street
Street
Street
E
E
E
30th
30th
Street
Street
E
E
E29th
29th
29thStreet
Street
Street
1st
1st
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Avenue
Avenue
Avenue
1st
1st
1st
Avenue
Avenue
E
E
E
55th
55th
Street
Street
E
E
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55th
55th
55thStreet
Street
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Street
&
3rd
3rd
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Avenue
Avenue
Avenue
3rd
3rd
3rd
Avenue
Avenue
E
E
E56th
56th
56thStreet
Street
Street
1st
1st
1st
Avenue
Avenue
1st
1st
1stAvenue
Avenue
Avenue
Avenue
E
E
E
58th
58th
Street
Street
E
E
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58th
58th
58thStreet
Street
Street
Street
Í
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E
E
E
31st
31st
Street
Street
E
E
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31st
31st
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Street
Street
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York
York
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Avenue
Avenue
Avenue
York
York
York
Avenue
Avenue
E
E
E59th
59th
59thStreet
Street
Street
E
E
E
57th
57th
Street
Street
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E
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57th
57th
57thStreet
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Street
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Ramp
2nd
2nd
2ndAvenue
Avenue
Avenue
Avenue
2nd
2nd
2nd
Avenue
Avenue
Lexington
Lexington
Lexington
Avenue
Avenue
Lexington
Lexington
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Avenue
Avenue
Avenue
E
E
E62nd
62nd
62nd
62ndStreet
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Street
Street
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E
E
62nd
62nd
Street
Street
E
E
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61st
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Street
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E
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60th
60th
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60th
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Street
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32nd
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E
32nd
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2nd
2nd
Avenue
Avenue
2nd
2nd
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Avenue
Avenue
E
E
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64th
64thStreet
Street
Street
E
E
E
63rd
63rd
Street
Street
E
E
E63rd
63rd
63rd
63rdStreet
Street
Street
Street
E
E
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6thStreet
Street
Street
E
E
E
5th
5th
Street
Street
E
E
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5th
5th
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Street
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4th
4th
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Street
Street
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4th
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Street
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Street
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Street
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2nd
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Street
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7DEOH9ROXPHV1RUWKDQG7XUQLQJ9ROXPHV(DVWDQG:HVWRQVW$YHQXH
1994
42nd Street LRT Line FEIS
1ST AVE at
E 40TH ST
1ST AVE at
E 42ND ST
1ST AVE at
E 43RD ST
North
1880
525
1370
AM Peak Hour
West
East
0
0
220
10
0
40
Total
1880
755
1410
North
2150
485
1395
PM Peak Hour
West
East
0
0
155
30
0
45
1997
Bear Stearns DEIS
1ST AVE at
E 42ND ST
1ST AVE at
E 48TH ST
1ST AVE at
E 49TH ST
North
2350
2255
2345
AM Peak Hour
West
East
230
5
0
155
205
15
Total
2585
2410
2565
North
2000
2400
2460
PM Peak Hour
West
East
Total PM
155
5
2160
0
55
2455
185
35
2680
1993
The New York Hospital FEIS
1ST AVE at
E 59TH ST
1ST AVE at
E 62ND ST
1ST AVE at
E 63RD ST
North
1913
2230
2502
AM Peak Hour
West
East
484
25
0
203
130
0
Total
2422
2433
2632
North
2216
2752
2336
PM Peak Hour
West
East
485
42
0
222
563
Representative Turning
1269
453
1543
Total
2150
670
1440
Total
2743
2974
2899
434
Movement (RTM)
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1994
42nd Street LRT Line FEIS
2ND AVE at
E 38TH ST
2ND AVE at
E 40TH ST
2ND AVE at
E 42ND ST
2ND AVE at
E 48TH ST
AM Peak Hour
South
2290
2405
2150
2732
1997
Bear Stearns DEIS
2ND AVE at
E 42ND ST
2ND AVE at
E 43RD ST
2ND AVE at
E 44TH ST
2ND AVE at
E 45TH ST
2ND AVE at
E 46TH ST
2ND AVE at
E 47TH ST
2ND AVE at
E 48TH ST
2ND AVE at
E 49TH ST
Representative Turning
East
95
160
295
100
Total
2385
2565
2670
2832
0
South
2660
2625
2340
2688
AM Peak Hour
South
2265
3050
3215
3220
3320
3340
3360
3098
1993
The New York Hospital FEIS
2ND AVE at
E 54TH ST
2ND AVE at
E 55TH ST
2ND AVE at
E 56TH ST
2ND AVE at
E 57TH ST
2ND AVE at
E 58TH ST
2ND AVE at
E 59TH ST
2ND AVE at
E 60TH ST
2ND AVE at
E 61ST ST
2ND AVE at
E 62ND ST
2ND AVE at
E 63RD ST
West
0
0
225
0
PM Peak Hour
West
260
305
0
325
0
295
0
215
East
115
115
310
150
Total
2775
2740
2800
2838
East
150
0
190
0
155
0
150
0
Total
2365
2445
2545
2420
2325
2330
2190
2210
West
0
201
0
213
0
0
114
82
0
152
East
98
0
133
0
221
776
19
0
338
0
Total
2068
2090
2027
2054
2183
2831
1843
1600
1791
1863
1907
2920
PM Peak Hour
East
215
0
155
0
135
0
165
0
Total
2740
3355
3370
3545
3455
3635
3525
3313
South
2025
2350
2355
2220
2170
2050
2040
1980
AM Peak Hour
South
3554
3395
3448
2668
2879
2866
2643
2530
2433
1855
West
0
0
150
0
West
190
95
0
200
0
280
0
230
PM Peak Hour
West
0
346
0
298
0
0
98
130
0
146
East
121
0
105
15
28
738
16
0
69
0
2643
2412
Movement (RTM)
3DJH
Total
3675
3741
3553
2981
2907
3604
2757
2660
2502
2001
South
1970
1889
1894
1841
1962
2055
1710
1518
1453
1711
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:
Lane 1
10’
3.05 m
21.5’
6.55 m
Lane 2
10’
3.05m
Lane 3
10’
3.05 m
Lane 4
10’
3.05 m
Lane 5
10’
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Transit
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a
Elements
a
40% Running Times
30%
30%
Station Accessibility
nd
Operator
Indicator
a
b
12% Overall Running Time
Reliability
70%
30%
8.4%
3.6%
12% Access for Residents east of 1st Ave
Access for Residents west of 2nd Ave
40%
20%
4.8%
2.4%
General Access to Jobs
30%
3.6%
No. of major institutions directly served
10%
1.2%
2 Avenue Subway
Interface
20%
8% No. of Directions with Interface
Convenience of change
70%
30%
5.6%
2.4%
Other Subway
Connection
20%
8% Number of direct connections
Distance to intersecting Subways
60%
40%
4.8%
3.2%
40%
8% Infrastructure
Vehicles
70%
15%
5.6%
1.2%
Stations
15%
1.2%
60%
25%
7.2%
3.0%
Maintenance of Tracks
10%
1.2%
Maintenance of Stations
5%
0.6%
50%
30%
4.0%
2.4%
20%
1.6%
20% Capital Costs
Operating Costs
General
Traffic
b
20% Vehicular Traffic
60%
40%
12% Operators
Maintenance of Vehicles
8% Through Capacity
Affected critical traffic locations
Turning Capacity
Amenities
On-Street Parking
10%
2% Number of Spaces
Goods Movement
20%
4% Delivery intensity of affected side
Increase in hand carting distances
100%% 2.0%
50%
30%
2.0%
1.2%
Convenience of loading
20%
0.8%
Curbcuts
10%
2% Number of affected Curbcuts
Curb activity
30%
70%
0.6%
1.4%
Safety
20%
4% No. of potential Traffic/LRT conflicts
Pedestrian Safety
30%
50%
1.2%
2.0%
20% Pedestrian Space
10%
Biking Safety
10%
0.4%
Goods Movement Safety
10%
0.4%
2% Number of Stations on Sidewalk
Additional Pedestrian Space
40%
60%
0.8%
1.2%
Land Use
10%
2% Harmony
100%
2.0%
East Side Livability
80%
16% Less Vehicular Traffic
Less Emissions
40%
20%
6.4%
3.2%
More public and open space
20%
3.2%
General Accessibility
20%
3.2%
a - relative assessment7RWDO
b - absolute assessment
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Weight
Assessment of
Alignments
Scoring of
Alignments
1
2
3
4
1
2
3
4
Overall Running Time
Reliability
8.4%
3.6%
4
4
4
3
4
3
3
4
0.336
0.144
0.336
0.108
0.336
0.108
0.252
0.144
Access for Residents east of 1st Ave
4.8%
2
3
1
1
0.096
0.144
0.048
0.048
Access for Residents west of 2nd Avenue
2.4%
2
1
4
4
0.048
0.024
0.096
0.096
3.6%
2
1
4
4
0.072
0.036
0.144
0.144
1.2%
2
4
1
1
0.024
0.048
0.012
0.012
Number of Directions with Interface
5.6%
2
1
4
4
0.112
0.056
0.224
0.224
2.4%
2
1
3
4
0.048
0.024
0.072
0.096
Number of direct connections
4.8%
2
4
1
1
0.096
0.192
0.048
0.048
3.2%
2
1
4
4
0.064
0.032
0.128
0.128
Infrastructure
5.6%
1
4
4
2
0.056
0.224
0.224
0.112
Vehicles
1.2%
4
4
4
3
0.048
0.048
0.048
0.036
Stations
1.2%
4
2
2
1
0.048
0.024
0.024
0.012
Operators
7.2%
4
4
4
3
0.288
0.288
0.288
0.216
3.0%
4
4
4
3
0.12
0.12
0.12
0.09
1.2%
2
4
4
4
0.024
0.048
0.048
0.048
0.6%
4
2
2
1
0.024
0.012
0.012
0.006
Through Capacity
4.0%
4
3
3
1
0.16
0.12
0.12
0.04
2.4%
4
3
2
1
0.096
0.072
0.048
0.024
Turning Capacity
1.6%
3
4
4
2
0.048
0.064
0.064
0.032
Number of Spaces
2.0%
2
3
3
1
0.04
0.06
0.06
0.02
Delivery intensity of affected side
2.0%
2
4
4
1
0.04
0.08
0.08
0.02
1.2%
2
2
2
1
0.024
0.024
0.024
0.012
0.8%
2
1
1
4
0.016
0.008
0.008
0.032
Number of affected Curbcuts
0.6%
1
4
3
2
0.006
0.024
0.018
0.012
Curb activity
1.4%
1
3
4
2
0.014
0.042
0.056
0.028
No. of potential Traffic/LRT conflicts
1.2%
2
1
1
4
0.024
0.012
0.012
0.048
Pedestrian Safety
2.0%
4
2
2
4
0.08
0.04
0.04
0.08
Biking Safety
0.4%
4
2
2
3
0.016
0.008
0.008
0.012
0.4%
1
2
2
4
0.004
0.008
0.008
0.016
Number of Stations on Sidewalk
0.8%
1
2
2
4
0.008
0.016
0.016
0.032
1.2%
1
2
2
4
0.012
0.024
0.024
0.048
Harmony
2.0%
2
1
3
4
0.04
0.02
0.06
0.08
Less Vehicular Traffic
6.4%
1
2
2
4
0.064
0.128
0.128
0.256
Less Emissions
3.2%
1
2
2
4
0.032
0.064
0.064
0.128
3.2%
1
1
1
4
0.032
0.032
0.032
0.128
3.2%
1
3
3
4
0.032
0.096
0.096
0.128
2.436
2.706
2.946
2.888
Total Score
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Category
Transit
Rider
a
Elements
a
20% Running Times
30%
6% Overall Running Time
Reliability
70.0% 4.2%
30.0% 1.8%
30%
6% Access for Residents east of 1st Ave
6% Access for Residents west of 2nd Ave
40.0% 2.4%
20.0% 1.2%
Station Accessibility
nd
Operator
Indicator
b
30.0% 1.8%
10.0% 0.6%
20%
4% No. of Directions with Interface
70.0% 2.8%
30.0% 1.2%
Other Subway
Connection
20%
4% Number of direct connections
60.0% 2.4%
40.0% 1.6%
40%
8% Infrastructure
Vehicles
70%
15%
5.6%
1.2%
Stations
15%
1.2%
60%
25%
7.2%
3.0%
10%
1.2%
5%
0.6%
50%
30%
4.0%
2.4%
20%
1.6%
20% Capital Costs
20% Vehicular Traffic
60%
40%
12% Operators
8% Through Capacity
Turning Capacity
Amenities
a
2 Avenue Subway
Interface
Operating Costs
General
Traffic
b
On-Street Parking
10%
2% Number of Spaces
100%
2.0%
Goods Movement
20%
4% Delivery intensity of affected side
50%
30%
2.0%
1.2%
20%
0.8%
Curbcuts
10%
2% Number of affected Curbcuts
Curb activity
30%
70%
0.6%
1.4%
Safety
20%
4% No. of potential Traffic/LRT conflicts
Pedestrian Safety
30%
50%
1.2%
2.0%
40% Pedestrian Space
10%
Biking Safety
10%
0.4%
10%
0.4%
4% Number of Stations on Sidewalk
40%
60%
1.6%
2.4%
Land Use
10%
4% Harmony
100%
4.0%
East Side Livability
80%
32% Less Vehicular Traffic
Less Emissions
40%
20%
12.8
6.4%
20%
6.4%
20%
6.4%
a - relative assessment7RWDO
b - absolute assessment
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Indicator
Weight
Assessment of
Alignments
Scoring of
Alignments
1
2
3
4
1
2
3
4
Overall Running Time
Reliability
4.2%
1.8%
4
4
4
3
4
3
3
4
0.168
0.072
0.168
0.054
0.168
0.054
0.126
0.072
Access for Residents east of 1st Ave
2.4%
2
3
1
1
0.048
0.072
0.024
0.024
Access for Residents west of 2nd Avenue
1.2%
2
1
4
4
0.024
0.012
0.048
0.048
1.8%
2
1
4
4
0.036
0.018
0.072
0.072
0.6%
2
4
1
1
0.012
0.024
0.006
0.006
Number of Directions with Interface
2.8%
2
1
4
4
0.056
0.028
0.112
0.112
1.2%
2
1
3
4
0.024
0.012
0.036
0.048
Number of direct connections
2.4%
2
4
1
1
0.048
0.096
0.024
0.024
1.6%
2
1
4
4
0.032
0.016
0.064
0.064
Infrastructure
5.6%
1
4
4
2
0.056
0.224
0.224
0.112
Vehicles
1.2%
4
4
4
3
0.048
0.048
0.048
0.036
Stations
1.2%
4
2
2
1
0.048
0.024
0.024
0.012
Operators
7.2%
4
4
4
3
0.288
0.288
0.288
0.216
3.0%
4
4
4
3
0.12
0.12
0.12
0.09
1.2%
2
4
4
4
0.024
0.048
0.048
0.048
0.6%
4
2
2
1
0.024
0.012
0.012
0.006
Through Capacity
4.0%
4
3
3
1
0.16
0.12
0.12
0.04
2.4%
4
3
2
1
0.096
0.072
0.048
0.024
Turning Capacity
1.6%
3
4
4
2
0.048
0.064
0.064
0.032
Number of Spaces
2.0%
2
3
3
1
0.04
0.06
0.06
0.02
Delivery intensity of affected side
2.0%
2
4
4
1
0.04
0.08
0.08
0.02
1.2%
2
2
2
1
0.024
0.024
0.024
0.012
0.8%
2
1
1
4
0.016
0.008
0.008
0.032
Number of affected Curbcuts
0.6%
1
4
3
2
0.006
0.024
0.018
0.012
Curb activity
1.4%
1
3
4
2
0.014
0.042
0.056
0.028
No of potential Traffic/LRT conflicts
1.2%
2
1
1
4
0.024
0.012
0.012
0.048
Pedestrian Safety
2.0%
4
2
2
4
0.08
0.04
0.04
0.08
Biking Safety
0.4%
4
2
2
3
0.016
0.008
0.008
0.012
0.4%
1
2
2
4
0.004
0.008
0.008
0.016
Number of Stations on Sidewalk
1.6%
1
2
2
4
0.016
0.032
0.032
0.064
2.4%
1
2
2
4
0.024
0.048
0.048
0.096
Harmony
4.0%
2
1
3
4
0.08
0.04
0.12
0.16
Less Vehicular Traffic
12.8%
1
2
2
4
0.128
0.256
0.256
0.512
Less Emissions
6.4%
1
2
2
4
0.064
0.128
0.128
0.256
6.4%
1
1
1
4
0.064
0.064
0.064
0.256
6.4%
1
3
3
4
0.064
0.192
0.192
0.256
Total Score
100.0%
2.136
2.586
2.758
3.092
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b - Optimal Performance with 20s Dwell Time
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d - South of Brooklyn Bridge No. 4 and 5 Train
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Appendices
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A, B, C, D, E
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Manhattan’s East Side. Looking south from
st
nd
Harlem. 1 and 2 Avenue in the center. First
bridge from the bottom: Queensboro Bridge.
Lower Manhattan and the Lower East Side. Looking
northeast. Brooklyn, Manhattan, and Williamsburg
Bridge.
th
60 Street Screenline. Looking east. Central Park, Upper East Side, Midtown, East River and Queensboro Bridge.
Pictures taken from the NYC panorama model at the Queens Museum of Art
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Busy curbcut at the NYU Medical Center on First Avenue. Looking north.
Long procedure: boarding an MTA bus with
a wheelchair.
Preferring the cab over the bus.
Typical scene in Manhattan.
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The Brooklyn Bridge Lexington Avenue subway station. Express subway on the left, local subway on the right.
Interior of NYC subway cars.
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First Avenue and St. Mark’s Place. Looking north.
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Second Avenue at 33rd Street. Looking northwest. Residential/Retail Mix along the avenue, high-rise residency
and office buildings in the background.
The Queensboro Bridge ramp between 59th and 60th Street ending at Second Avenue. Looking west.
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First Avenue at 48th Street. Looking north. Exit of the UN
underpass, originally designed for two-way traffic.
First Avenue south of 59th Street. Looking south. Bus lane
along the eastern curb lane.
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Origins and Destinations (O/D) along one side of a cross street (A)
Origins and Destinations (O/D) along half of one side of an avenue (B)
Frequency
Na
Additional to the next higher Station Frequency
Representative Catchment Area
of one station
N=2
N=3
N=4
Timeb
t [s]
0
60
60
Total Access Time
TT [s] to station
Average Access Time
TA [s] per trip
Amount of O/D per
Station
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4A + 4B = 4C
4A + 4B = 4C
TT2 = t T 8C
TA2 = 2 T TT2 / 8C
TT2 = 0 s
TA2 = 0 s
TT3 = (t2 T 8C) +
(t3 T 4C)
TA3 = 2 T TT3 /
(8C+ 4C)
TT3 = 240 s
TA3 = 40 s
TT4 = (t2 T 8C) +
(t3 T 4C) +
(t4 T 4C)
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(8C + 4C + 4C)
TT4 = 480 s
TA4 = 60 s
a - Station Frequency in every n th block [n]
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Frequency
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Average Access Time Average Riding Time Average Journey Time
TA [s] per Trip
TR [s] per Trip
TJ [s] per Trip
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0
726
726
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60
552
612
4
90
465
555
5
144
412
556
6
180
377
557
7
231
353
584
8
270
334
604
9
320
319
639
10
360
308
668
11
409
298
707
12
450
290
740
13
498
284
782
14
540
278
818
15
588
273
861
16
630
268
898
17
678
265
942
18
720
261
981
19
767
258
1025
20
810
255
1065
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1200
per Trip
1000
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600
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400
200
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17
15
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11
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1000
Time [s]
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600
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400
200
19
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13
11
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per Trip
1200
per Trip
800
600
per Trip
400
200
3DJH&
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17
15
13
11
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7
5
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Bibliography
Bibliography
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Making Tracks on 2nd Avenue - The Institute for Rational Urban

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