Transportation

Intelligent Paratransit

Intelligent Paratransit

Kaufman, Sarah; Smith, Ashley; Jenny O'Connell and David Marulli
09/20/2016

As Americans aged 65 or older increase from fifteen to twenty percent of the population by 2030, cities across the United States will face a transportation crisis. Urban residents who are physically unable to use public transportation, including the disabled and mobility-impaired elderly, are offered paratransit services. These paratransit systems, as required by an unfunded 1990 Americans with Disabilities Act mandate, are enormous, and growing annually in new applications and budget requirements.

Paratransit demand is growing nationwide and costs continually increase (now $5.2 billion nationwide); the user experience is often reported as poor. To address efficiency and user experience, this report assesses the state of paratransit, analyzes innovative solutions in three cities and recommends potential technological solutions. The Intelligent Paratransit Technological Upgrade Framework includes improvements in the areas of Onboarding, Reservations, Dispatch & Routing and User Experience. Key technological recommendations include:

  • Ride reservations should be available through multiple channels: phone, apps, SMS messaging, physical infrastructure on the street and wearable technology for riders.
  • Paratransit agencies must collaborate with taxis and app-based car services, including Uber, Lyft, Via and SilverRide, to integrate efficient services.
  • Services connecting riders to transit should feature real-time, in-vehicle data integration with transit services to optimize accessibility of trips.
  • As cities grow in language diversity, paratransit vehicles should feature on-board translation apps and call-in numbers to better service all riders.

By applying new technological systems to a 26 year-old mandate, paratransit services can be made more efficient and provide a better customer experience. In New York City, these upgrades could save the agency up to $133 million per year. Improving mobility solutions for the elderly and disabled is possible, necessary and urgent.

L Train Closure and Mitigation

L Train Closure and Mitigation

Mitchell L. Moss, Sarah M. Kaufman, Jorge Hernandez and Sam Levy
08/25/2016

The Metropolitan Transportation Authority (MTA) has announced a timeline to repair the Canarsie Tube, the tunnel connecting the L Train between Brooklyn and Manhattan. The Canarsie Tube must be repaired following the damage incurred from Superstorm Sandy; it was flooded by 7 million gallons of saltwater and closed for 11 days in 2012, reopening after short-term repairs were put in place.

The L has become synonymous with the Brooklyn brand; its surrounding communities will absorb the impact of this tunnel closure. This analysis investigates the importance of the L train by looking at the people and activities that it serves. It concludes with recommendations to mitigate the effects.

Time to Get Moving: Improving commuter and intercity rail facilities and services on Manhattan’s West Side

Time to Get Moving: Improving commuter and intercity rail facilities and services on Manhattan’s West Side
Moss, M. (2016). Time to Get Moving: Improving commuter and intercity rail facilities and services on Manhattan’s West Side. New York, NY: NYU Wagner Rudin Center for Transportation Policy and Management.

Moss, Mitchell
04/19/2016

Downtown Rising: How Brooklyn became a model for urban development

Downtown Rising: How Brooklyn became a model for urban development


02/22/2016

Of the many changes that have reshaped New York City during the past fifteen years, few have been as dramatic and as consequential as the emergence of Downtown Brooklyn as a major center of innovation, economic growth, and cultural development. This report examines the ongoing transformation of Downtown Brooklyn, why and how it has happened, and its implications for the borough and the city.

Suburban Poverty, Public Transit, Economic Opportunities, and Social Mobility

Suburban Poverty, Public Transit, Economic Opportunities, and Social Mobility
Zimmerman, R., Restrepo, C.E., Kates, H.B. & Joseph, R. A. (2016). “Suburban Poverty, Public Transit, Economic Opportunities, and Social Mobility,” U.S. Department of Transportation Region II Urban Transportation Research Center, New York, NY: NYU-Wagner. Final report. http://www.utrc2.org/sites/default/files/Final-Report-Surburban-Poverty-Public-Trans-Eco-Opportunities.pdf

Zimmerman, Rae and Carlos Restrepo, Hannah Kates and Robert Joseph
12/01/2015

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
11/02/2015

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.

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
07/01/2015

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.

Factors influencing modes of transport and travel time for obstetric care: a mixed methods study in Zambia and Uganda

Factors influencing modes of transport and travel time for obstetric care: a mixed methods study in Zambia and Uganda
Health Policy & Planning

Sacks, E, Vail, D, Austin-Evelyn, K, Greeson, D, Atuyambe, L, Macwan’gi, M, Kruk, ME, Grépin, KA.
06/30/2015

Transportation is an important barrier to accessing obstetric care for many pregnant and postpartum women in low-resource settings, particularly in rural areas. However, little is known about how pregnant women travel to health facilities in these settings. We conducted 1633 exit surveys with women who had a recent facility delivery and 48 focus group discussions with women who had either a home or a facility birth in the past year in eight districts in Uganda and Zambia. Quantitative data were analysed using univariate statistics, and qualitative data were analysed using thematic content analysis techniques. On average, women spent 62–68 min travelling to a clinic for delivery. Very different patterns in modes of transport were observed in the two countries: 91% of Ugandan women employed motorized forms of transportation, while only 57% of women in Zambia did. Motorcycle taxis were the most commonly used in Uganda, while cars, trucks and taxis were the most commonly used mode of transportation in Zambia. Lower-income women were less likely to use motorized modes of transportation: in Zambia, women in the poorest quintile took 94 min to travel to a health facility, compared with 34 for the wealthiest quintile; this difference between quintiles was ∼50 min in Uganda. Focus group discussions confirmed that transport is a major challenge due to a number of factors we categorized as the ‘three A’s:’ affordability, accessibility and adequacy of transport options. Women reported that all of these factors had influenced their decision not to deliver in a health facility. The two countries had markedly different patterns of transportation for obstetric care, and modes of transport and travel times varied dramatically by wealth quintile, which policymakers need to take into account when designing obstetric transport interventions.

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.

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