Transportation

Citi Bike: The First Two Years

Citi Bike: The First Two Years
Sarah M. Kaufman, Lily Gordon-Koven, Nolan Levenson and Mitchell L. Moss, Citi Bike: The First Two Years. NYU Rudin Center, June 2015.

Sarah M. Kaufman, Lily Gordon-Koven, Nolan Levenson and Mitchell L. Moss
02/10/2016

New York City launched Citi Bike, the largest bike share program in the United States, in May 2013. This study examines the first two years of Citi Bike and its role in New York City mobility. Citi Bike’s station connection to public transportation hubs and station density are major factors in the system’s high ridership and use. Seventy-four percent of Citi Bike stations are within a five-minute walk of a subway station entrance, providing a “last mile” solution for transit commuters. The system’s greatest challenges are expanding and diversifying its customer base while also rebalancing the number of bicycles available at high-demand stations. Citi Bike has become an integral part of New York’s transportation culture, even though it serves a limited geographic area. This report addresses those challenges and recommends strategies for the future.

Mobility, Economic Opportunity and New York City Neighborhoods

Mobility, Economic Opportunity and New York City Neighborhoods
"Mobility, Economic Opportunity and New York City Neighborhoods," NYU Rudin Center for Transportation, November 2015.

Sarah M. Kaufman, Mitchell L. Moss, Jorge Hernandez and Justin Tyndall
01/04/2016

Although public transit provides access to jobs throughout the New York City region, there are actually substantial inequalities in mobility. By focusing on the neighborhood level, the NYU Rudin Center for Transportation has identified communities that are substantially underserved by the public transportation system. The Rudin Center ranked New York City’s 177 neighborhoods according to the number of jobs accessible from the neighborhoods by transit, within 60 minutes and completed by 9:00 a.m. on a Monday morning. This analysis reveals high variation in levels of transit access across New York affect residents’ employment levels, travel modes and incomes. This report seeks to affect the implementation of new policies and transit services to increase economic opportunity for New Yorkers, and ensure that the transportation system is fully leveraged to connect workers with jobs. These improvements will benefit all New Yorkers’ access to job opportunities and economic mobility.

Manhattan moves, even with the Pope.

Manhattan moves, even with the Pope.
Mitchell L. Moss, Sam Levy, Jorge Hernandez, Jeff Ferzoco and Sarah M. Kaufman. "Manhattan moves, even with the Pope." NYU Rudin Center for Transportation, September 22, 2015.

Mitchell L. Moss, Sam Levy, Jorge Hernandez, Jeff Ferzoco and Sarah M. Kaufman
09/22/2015

Pope Francis’ visit to the United States is an historic event that will disrupt life in Philadelphia, Washington D.C., but not in New York City. In Washington D.C., federal government workers are being advised to telecommute. Philadelphia is towing cars and shutting down roads and transit in the event area. For New Yorkers, the Papal visit will limit mobility in some parts of Manhattan, but only for limited time periods. With the nation’s largest subway system and municipal police department, New York is accustomed to large-scale events and high-profile visitors like the Dalai Lama, the President of the United States and foreign leaders coming to the United Nations.

The Role of Design-Build Procurement

The Role of Design-Build Procurement
Rudin Center for Transportation, sponsored by RBC Capital Markets and the Association for a Better New York


06/24/2015

In 2011, the New York State Legislature approved and Governor Andrew Cuomo signed into law the New York State Infrastructure Investment Act. The new law authorized five state agencies – the Department of Transportation, the Department of Environmental Conservation, the Office of Parks, Recreation and Historic Preservation, the New York State Thruway Authority, and the New York State Bridge Authority – to manage the delivery of construction projects using a method known in the industry as “Design-Build.”

Design-Build is a form of project delivery in which a public agency or private sector owner enters into a single contract with a single entity (usually a construction firm) that takes full responsibility for both design and construction of the project. The 2011 law also authorized the five agencies to hire firms based on qualifications and innovation, not just the lowest bid.

When used appropriately, Design-Build can effectively reduce the time required to complete a project, reduce the cost of a project, provide clearer accountability for a project, and encourage more innovation in design and construction.

Promoting Transportation Flexibility in Extreme Events through Multi-Modal Connectivity

Promoting Transportation Flexibility in Extreme Events through Multi-Modal Connectivity
U.S. Department of Transportation Region II Urban Transportation Research Center, New York, NY: NYU-Wagner, June 2014.

R. Zimmerman, C.E. Restrepo, J. Sellers, A. Amirapu, and Theodore R. Pearson
06/01/2014

Extreme events of all kinds are increasing in number, severity, or impacts. Transportation provides a vital support service for people in such circumstances in the short-term for evacuation and providing supplies where evacuation is not undertaken, yet, transportation services are often disabled in disasters. Nationwide and in New York and New Jersey record-setting weather disasters have occurred and are expected to continue. Disadvantaged populations are particularly vulnerable. Network theories provide insights into vulnerability and directions for adaptation by defining interconnections, such as multi-modality. Multi-modal connectivity provides passenger flexibility and reduces risks in extreme events, and these benefits are evaluated in the NY area. Focusing on public transit, selected passenger multimodal facilities are identified that connect to transit, emphasizing rail-bus connectivity. Publicly available databases are used from MTA, NJ rail, and U.S. DOT’s IPCD. For NYC, statistical analyses suggest there may be some differences by poverty levels. For NYC and three northeastern NJ cities connectivity differs for stations that are terminuses and have high rail convergence. This report provides statistical summaries, cases, and a literature review to characterize multi-modal facilities and their use in extreme events. Recommendations and future research directions are provided for the role of passenger multi-modality to enhance transit flexibility.

The research was funded by a faculty research grant from the U.S. Department of Transportation, Region 2 University Transportation Research Center to NYU-Wagner, 2012-2014.

Co-Monitoring for Transit Management

Co-Monitoring for Transit Management
NYU Rudin Center for Transportation, February 2014.

Kaufman, Sarah
02/26/2014

Emerging technologies offer transit agencies an opportunity to transform fundamental aspects of their operations and the way they communicate with their riders.  With nearly ubiquitous smartphones and social media tools among growing ridership patterns, transit providers can use aggregate mobile phone data and social media posts to improve system management.

Data-based reports can reach the operations center faster than field personnel, with mobile phone networks indicating station crowding or a passenger posting a photo of another pulling the emergency brake. Exceeding traditional reporting mechanisms (exclusive information from personnel) would save time and lower the costs of field monitoring while raising the trust between transit agencies and their customers.

By employing “co-monitoring” - the monitoring of field conditions through a combination of staff reports, data analysis and public observations – transit agencies will save time and costs for information gathering, improve their responsiveness, and establish working partnerships between the agencies and their customers. This report proposes a framework for a co-monitoring system, and discusses the expected benefits and challenges, as well as policy recommendations for agencies pursuing co-monitoring systems. Keys to successful co-monitoring systems are agency openness to new streams of data and respectful dialogue from both management and riders. Well-designed co-monitoring tools will put transit on track to manage smarter, more versatile transit systems for the twenty-first century.

Child Passenger Safety Laws in the United States, 1978–2010: Policy Diffusion in the Absence of Strong Federal Intervention

Child Passenger Safety Laws in the United States, 1978–2010: Policy Diffusion in the Absence of Strong Federal Intervention
Social Science & Medicine, Vol. 100 (Jan 2014), pp. 30-37. doi:10.1016/j.socscimed.2013.10.035

Bae, J.Y., E. Anderson, D. Silver, and J. Macinko
01/01/2014

This article examines the diffusion of U.S. state child passenger safety laws, analyzing over-time changes and inter-state differences in all identifiable features of laws that plausibly influence crash-related morbidity and mortality. The observed trend shows many states' continuing efforts to update their laws to be consistent with latest motor vehicle safety recommendations, with each state modifying their laws on average 6 times over the 30-year period. However, there has been a considerable time lag in knowledge diffusion and policy adoption. Even though empirical evidence supporting the protective effect of child restraint devices was available in the early 1970s, laws requiring their use were not adopted by all 50 states until 1986. For laws requiring minors to be seated in rear seats, the first state law adoption did not occur until two decades after the evidence became publicly available. As of 2010, only 12 states explicitly required the use of booster seats, 9 for infant seats and 6 for toddler seats. There is also great variation among states in defining the child population to be covered by the laws, the vehicle operators subject to compliance, and the penalties resulting from non-compliance. Some states cover only up to 4-year-olds while others cover children up to age 17. As of 2010, states have as many as 14 exemptions, such as those for non-residents, non-parents, commercial vehicles, large vehicles, or vehicles without seatbelts. Factors such as the complexity of the state of the science, the changing nature of guidelines (from age to height/weight-related criteria), and the absence of coordinated federal actions are potential explanations for the observed patterns. The resulting uneven policy landscape among states suggests a strong need for improved communication among state legislators, public health researchers, advocates and concerned citizen groups to promote more efficient and effective policymaking.

Residential on-site carsharing and off-street parking: The case of the San Francisco Bay Area

Residential on-site carsharing and off-street parking: The case of the San Francisco Bay Area
Transportation Research Record, 2359, 68-75. http://dx.doi.org/10.3141/2359-09

Rivasplata C, Z Guo, R Lee, D Keyton
11/28/2013

This research explores the recent practice of connecting on-site carsharing service with off-street parking standards in multifamily developments; the San Francisco Bay Area, California, is used as a case study. If implemented well, such a policy could help boost the carsharing industry and reduce off-street parking, which is often criticized as being oversupplied as a result of excessive off-street parking standards. In 2011, the authors surveyed all carsharing sites in the Bay Area and all new residential developments (completed after 2000) with on-site carsharing spaces. The results showed that a significant number of carsharing spaces were located on residential properties, but 70% of the spaces had been retrofitted into existing buildings. For the new developments, on-site carsharing did not result in a reduction in the amount of regular off-street parking. Interviews with 15 professionals from three stakeholder groups (planners, developers, and service providers) revealed that even though all the stakeholders were in favor of on-site carsharing at residential developments, three major barriers existed: a lack of incentives, the complexity of access design, and high transaction costs.

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