Category Archives: NYC

Second Avenue Subway Study Featured on NY1

The NYU Rudin Center for Transportation’s study showing a sharp decline in Upper East Side taxi use following the Second Avenue Subway opening was featured on NY1 News. Click the image to watch the video.

Sarah M. Kaufman on NY1 News
Sarah M. Kaufman on NY1 News

Upper East Side Taxis and the Second Avenue Subway

Since the opening of the Second Avenue Subway’s three new stations on January 1, 2017, taxi pickups and dropoffs in the immediate vicinity have declined, according to a new report by NYU’s Rudin Center for Transportation.

Click the image below to read the full analysis.

Upper East Side Taxis and the Second Avenue Subway

Or download the PDF.

New Report: Subway Ridership 1975-2015

New report: The State of Subway Ridership, 1975-2015

Download the Report

Ridership on the New York City Subway has grown drastically in the last four decades, from 966 million in 1975 to 1.7 billion in 2015; at the Times Square subway station alone, rides increased by 29 million. This explosive growth in usage demonstrates the system’s importance to both the city and region. New York City’s 24-hour subway promotes a dynamic economy, livability, and connectivity giving residents access to economic opportunities and a quality of life that is unparalleled in most world cities.
Share of RidershipTrends_1975to2014

Growth in subway ridership reflects the changes in New York City. This report addresses key moments in the City’s history affecting subway ridership, including the high homicide rate in the 1980s, introduction of the MetroCard, attacks of September 11, 2001, Financial Crisis of 2008, and peak tourism numbers in 2010-2015.

The health and continued growth of the subway system is critical to New York City’s future, and must be maintained and upgraded to reflect New Yorkers’ increasing reliance. Recommended system upgrades are included in this report.

Subway Ridership Timeline

Download the Report

 

Photo at top: Will O’Hare Photography

Citi Bike Usage and the Future of the Program

NYU’s Rudin Center for Transportation Policy & Management released a study today entitledCiti Bike, What Current Use and Activity Suggests for the Future of the Program,” which takes stock of the system’s strengths and areas for growth as policymakers determine the City’s role in bringing Citi Bike to all five boroughs.

Key findings include:

  • Citi Bike is most heavily used in Manhattan- 83% of September trips started & ended there, with concentration around major transportation networks. If the system expands to the outer boroughs ridership is expected to be lower, speaking to the need for additional private or public financing— but will likely still primarily transport New Yorkers to commercial centers and other forms of transportation like buses and subways.
  • The majority of Citi Bike trips are short in both time and distance; 98% lasted under 45 minutes and 48% lasted under ten minutes— highlighting the importance of station density to match how people are using the system.
  • Only 112 stations (18%) are located in Zip Codes that have median household incomes of less than $50,000—reinforcing the importance of improving bike equity and access throughout the system.

The paper, published by Sarah M. Kaufman and Jenny O’Connell, is the result of an open forum on the status of Citi Bike hosted at the Rudin Center in November of 2016.  Expert speakers included Council Member Ydanis Rodriguez, Chair of the Transportation Committee; Tracey Capers (Bedford Stuyvesant Restoration Corporation/BSRC); Elena Conte (Pratt Center for Community Development); and Paul Steely White (Transportation Alternatives).  NYU Rudin Center for Transportation Director Mitchell L. Moss moderated.

The panelists agreed that Citi Bike provided a valuable transportation service, and alternative funding methods would be necessary to support expansion to a five-borough Citi Bike network.

Download the report here [pdf].

Why we need a LaGuardia AirTrain

In today’s Daily News, NYU Rudin Center Director Mitchell L. Moss makes the case for a 21st-century AirTrain to LaGuardia Airport in his op-ed “Getting from point A to point LGA: Why we need a LaGuardia AirTrain.”

“Improving LaGuardia Airport without transforming the way in which passengers can get to and from the airport makes no sense. With the proposed AirTrain, we will finally have an airport commensurate with New York.”

Read the full piece here.

Congratulations to WTS Award Winners

Congratulations to the 2017 winners of the Women’s Transportation Seminar of Greater New York awards, including two members of the Rudin Center for Transportation family:

Lily Gordon-Koven
Lily Gordon-Koven
  • Lily Gordon-Koven and her team at the NYC Department of Transportation won the Innovative Transport Solutions Award for their work on Queens Boulevard Safety Improvement. Lily worked as a Graduate Assistant at the NYU Rudin Center during her studies at the NYU Wagner School, focusing on bicycle share and infrastructure.

 

  • Sutapa Bhattacharjee,‎ Principal
    Sutapa Bhattacharjee
    Sutapa Bhattacharjee

    Transportation Planner at the North Jersey Transportation Planning Authority, earned the prestigious Member of the Year award. Sutapa was a Rudin Center Emerging Leader in Transportation in the 2016 class.

Additional award winners are:

  • Employer of the Year – ARUP
  •  Honorable Ray LaHood Award – Patrick A. Nowakowski, President, MTA Long Island Rail Road
  •  Rosa Parks Diversity Leadership  – Denise Berger, AIA, Assistant Chief Engineer,  PANY&NJ

Congratulations to all. Information about the annual meeting on January 23rd is available here.

New Report: Older New Yorkers and Access-A-Ride Forecasts

Following up on our Intelligent Paratransit report, “Older New Yorkers and Access-A-Ride Forecasts,” looks at the near-future mobility needs of seniors in New York City.

As the “baby boomer” cohort begins to age past 65, adults over the age of 65 are projected to reach 20% of the nation’s population by 2030.  However, many older New Yorkers are unable to use public transportation because of a lack of subway station accessibility. Instead, they rely on the Access-A-Ride (AAR) paratransit system, which provides door-to-door transportation for riders who are unable to use the buses or subways. AAR operations will cost a projected record $505.7 million in 2016.  Demand for AAR is expected to increase as the city’s population of older adults grows, presenting a significant challenge for mobility. This report attempts to forecast an increase in demand for AAR by location and make recommendations for accessibility reform.

Download the report: Older New Yorkers and Access-A-Ride Forecasts

Population density of 65+ New Yorkers in 2030
Population density of 65+ New Yorkers in 2030

A Scooter Share Primer

In the NYU Rudin Center’s August 2016 report on the “L Train Closure and Mitigation,” we suggested creative measures, including gondolas and scooter shares, to diversify commute and travel options. Today, we set out to explore the scooter share market around the world.
So, what is a scooter share?
Think bike share, but with electric scooters.
We looked at 10 scooter shares around the globe to see how they operated, including Cityscoot (Paris, France), Coup (Berlin, Germany), eBike (Chiayi, Taiwan), Enjoy (Milan, Italy), LoopShare (Vancouver, Canada), Scoot (San Francisco, US), Scooty (Brussels, Belgium), WeMo (Taipei, Taiwan), Yugo (Barcelona, Spain) and 2Hire (Rome, Italy).


How does it work?
For starters, all but one of the scooter shares (eBike in Chiayi, Taiwan) are privately operated. Some require a membership or registration fee (monthly, annual or one time) in addition to base charges per ride, but many are free to join. With the exception of Vancouver’s LoopShare, every system charges on a minute basis; LoopShare charges per kilometer traveled. Similar to bike share systems, most of the scooter shares we observed charge a flat rate for a set trip time, ranging from 10 to 30 minutes, and tack on a per-minute charge once the trip has surpassed that limit. Unlike bike shares, however, many of the scooter shares allow you to park anywhere within a zone. Users then pick up a scooter where it’s been parked (sometimes a designated charging spot). Because most scooter sharing programs have rolled out in the last year, most cities currently only have pilot zones (usually in the central business district), with the aim of expanding in the near future. Users tap into the network by locating and reserving scooters in a proprietary app.

Graphic of the Yugo System
Graphic of the Yugo System

What is the scooter riding experience?
Nearly all of the scooter shares employ electric scooters though each scooter seems as unique as the city its found in. Perhaps the most eye-catching, is the Taiwanese-developed Gogoro scooter, which hit the market only last year in Taiwan and is currently being utilized in both Taipei WeMo and Berlin Coup scooter sharing systems. The Gogoro features a “smart” mode, that tunes the scooter’s performance to optimize battery life. Paris’s Cityscoot is employing the German-based Govec scooter, featuring a fold-out wind and waterproof blanket to cover the rider’s legs on cold or rainy days. Barcelona’s Yugo scooter fleet is nearly indistinguishable from a vintage Vespa, save for it’s silent, emission-free electric motor. San Francisco’s Scoot launched with the a Govec scooter similar to Cityscoot in Paris, but is now transitioning to a lighter weight option that tops out around 30 miles per hour. Vancouver’s Loop scooters are perhaps the least traditional scooter of the bunch, with a very light-weight, minimal design and topping out at a speed of 25 miles per hour. The only non-electric scooters are from Milan’s Enjoy fleet of robust, three-wheeled Piaggio scooters, which are operated in tandem with a car-sharing service by Italian gas company Eni.

gogoro-family-shot1
Gogoro Scooter pictured with Battery Station

How are the scooters and network powered?
Because most of the scooters used in these programs are electric and require recharging, it can be challenging to keep them juiced-up. At least two of the ten scooter systems incentive riders to return the scooter to a charging dock; for instance, Cityscoot in Paris offers a two euro credit for docked scooters. Taipei’s WeMo system relies on a battery exchange system; when the scooters are running low on power, the batteries can easily be swapped by the rider for a fully charged one using one of the many battery charging kiosks around the city.  Only the publicly operated eBike system in Chiayi and Rome’s 2Hire for university students have assigned parking docks.

Opportunities for Future Study
Through this exploration of scooter shares, we’ve identified additional questions and opportunities for future study. These topics include, but are not limited to:

  • Where do scooter shares currently exist? Given that only one of the scooter shares, Scoot SF, was located in the United States, we wanted to know more about the makeup of cities with scooter shares. Do they share commonalities in terms of population density and mode share split?
  • What modes of transit do scooter shares naturally complement? How do other systems integrate with transit?
  • What are the challenges inherent to a scooter share?
  • What are the operational differences between the scooters currently used by sharing systems? Which systems require drivers’ licenses or motorcycle licenses?

Program Recap: Emerging Leaders in Transportation 2016

Last week, the NYU Rudin Center concluded its second Emerging Leaders in Transportation program. This year’s program consisted of two mornings of seminars with industry leaders, a behind-the-scenes tour of local transportation facilities and a networking reception with program alumni.

Program participants explored innovation and leadership within the context of their careers and engaged in discussion about how to build essential leadership skills, manage office politics, promote their ideas, and lead change within their respective companies. This year’s themes included data analysis, autonomous vehicles, congestion management, sustainability and active transport.

This year’s speakers included:

With a program keynote speech delivered by

The group visited the NYC Transit Rail Control Center for an inside perspective on operations and challenges.

The 2016 Emerging Leaders in Transportation program was a major success. Thanks to the many transportation professionals who took the time to participate as speakers and to this year’s fellows, who brought their best ideas and enthusiasm.

Emerging Leaders in Transportation was directed and moderated by Sarah Kaufman, NYU Rudin Center Assistant Director, and supported by the University Transportation Research Center.