Today’s Headlines

  • Advocates Are Heading to Albany to Push for Speed Cams By Every School (PoliticoWNYC)
  • Anthony Foxx Isn’t Satisfied With Progress on Trans-Hudson Transit Tunnel (Politico)
  • The Times Has Something Bland to Say About the L Train Shutdown
  • Gelinas: Forget the L Train, Crush Loads on Other Lines Are the Real MTA Emergency (Post)
  • Hit-and-Run Drivers Kill Man in Ozone Park (News)
  • 85-Year-Old Woman Crashes Car Into Utility Pole in Canarsie and Dies (News)
  • The Bike Boom Inside NYC Buildings (NYT)
  • Uber Cuts Prices on Rush-Hour Carpool Rides Below 110th Street (Post)
  • Medallion Industry Regroups, Plans Counteroffensive Against Uber (Crain’s)
  • There’s a “Visioning Session” for the BQX Streetcar in Astoria Tonight (AMNY)
  • Not the Most Convincing Argument Against BQX (News)

More headlines at Streetsblog USA

  • Vooch

    UES Crosdtown Lanes FINAL CB8 vote May 18th – be there, bring popcorn

    flyer attached

  • Boris

    Self-driving cars won’t end the 9-5 workday, so larger vehicles (on roads or rails) that can fit many people efficiently will still be needed at peak times.

    “Real transit innovation” as we see it with Uber, Lyft, and others is not about the vehicle technology or the type of right-of-way. It’s about taking advantage of a flexible, non-unionized labor force, and, very soon, the non-dependence on a labor force altogether. But this is not new – we’ve had self-driving trains in the US since the 1970s (DC Metro and BART). Who’s to say the BQX can’t be self-driving? We’ve had 50 years of innovation in self-driving trains, just mostly not in this country.

    Likewise, the lack of good transit in many NYC neighborhoods is about the people – mostly homeowners who want car dependence for themselves and others, and a restriction on density so that their real estate can appreciate faster, coupled with institutions (NYPD, DCP, EDC) historically biased against transit.

    In both cases, it’s about the people, not the technology, which (on the rail side) has existed for decades.

  • kevd

    “Likewise, the lack of good transit in many NYC neighborhoods”
    I’m not sure that is completely true.
    Likely is it in places like College Point – but not in Flatlands and Brownsville (where its about people in government disinvesting, not about technology).

  • AMH
  • Vooch

    the NYC neighborhoods w/o transit have stagnating r/e values relative to those with good transit and high walk-ride mode share

  • bolwerk

    Uber and Lyft seriously stretch the definition of transit. They’re attainable and convenient for the wealthy, and marginally useful to useless for everyone else. That’s ignoring things like their odious corporate behavior and labor relations.

    I don’t take the frothing-at-the-mouth categorical dislike for streetcars that you see in neoliberal stroke pieces, but I’d be extraordinarily surprised if BQX turned out driverless. As is, they’re ruling out off-the-shelf technology and private ROWs, so I’d think safety concerns are going to necessitate (politically, not technically) at least one operator – which is not itself a showstopper, since at 50k riders/day, that’s almost certainly cheaper than a bus service over time. But just using off-the-shelf tech would lower prices considerably, at least if construction costs are controllable.

  • Joe R.

    While on the subject of the 9 to 5 workday, I’m frankly amazed there hasn’t been a major push by government to encourage telecommuting, staggered work hours, 3 or 4 day work weeks, etc. Any shift of riders from peak hours will reduce expenses. Also, in many cases these ideas will make things better for the workers. If you can telecommute to your job, you save time and money. From a transportation network perspective, the best trip is one which is never made. If you can stagger work hours, you might be able to work hours more suited to your circadian rhythm. If you opt to work 3 or 4 longer days, you could have 3 or 4 days off each week instead of only two (and you also save carfare). For too long management has had a mindset firmly entrenched in the 1960s or 1970s. I wonder how much of the traditional 9 to 5 workday is really still needed to be competitive these days? It seems to me people can and do easily coordinate when they work disparate schedules and/or are in physically different locations. We need to at least give tax incentives for telecommuting and non-standard work hours.

  • kevd

    I’m not sure what the table is attempting to prove.
    Are there counter examples of areas with low Transit or Walk/Bike percentages?
    And where is the property value portion of the equation?

  • JamesR

    There are legitimate economic (agglomerative) reasons to have the majority of the workforce undertaking the same activities at the same time. That said, we could certainly improve our collective quality of life by getting away from commuting en masse every day, at the cost of some degree of economic output.

  • Joe R.

    Regarding quality of life, it’s worth a mention that a schedule biased towards mornings negatively affects the minority of the population who are night owls. Back when I had to do mornings for work or school I was invariably burned out by the end of the week, and never really at my peak productivity. You don’t realize how bad it is until you can finally work hours more suited to your circadian rhythm. For me now, an “early” day means getting up before lunch. I typically do my best work between 10PM and 6 AM. I think some moves to get everyone to a schedule suited to their biological clock will not only enhance their lives but also reduce the demands on our transportation infrastructure. I feel discrimination against night people is the last prevalent form of discrimination still in society nowadays.

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