York City Transit Authority Research Articles

Select Bus Service on M15 in New York City

Constrained and congested streets hinder accelerated transit service and the provision of protected space for cycling. Although bus rapid transit has proved effective at improving transit service in cities, the addition of a physical priority for transit must be balanced against competing needs for traffic flow and parking, particularly in areas with high levels of activity. On October 10, 2010, the New York City Transit Authority of the Metropolitan Transportation Authority—now known as MTA New York City Transit—and the New York City Department of Transportation implemented the M15 select bus service on First and Second Avenues. This bus rapid transit service generated a significant improvement to transit service in a constrained corridor and created space for safe bicycling facilities and pedestrian safety improvements, and all general traffic flow along the corridor was maintained. The M15 select bus service improved bus speed and reliability with proof-of-payment fare collection, new bus lanes, and improved bus lane treatments, including offset bus lanes (next to the parking lane). Passenger comfort and reliability were also enhanced through route simplification, improved scheduling, enhanced stations, and better customer information. The results have been noteworthy, with a 15% to 18% improvement in travel time and a 10% increase in corridor ridership. Cycling has also increased substantially along the corridor, on which new parking-protected bike lanes were installed as part of the project. These gains were achieved through close coordination with all corridor stakeholders, careful use of priority treatments on parts of the corridor, and the close working partnership between the New York City Department of Transportation and MTA New York City Transit.

Abating New York city transit noise: A matter of will, not way

From the latter part of the 19th century, when New York City trains began to operate, until the present time, New York City's Transit Authority has received train noise complaints from riders and residents living near its transit system. The growing body of literature demonstrating the adverse effects of noise on physical and mental health raises the question as to whether transit noise is hazardous to the health of New York City's transit riders and residents living near the transit system. Several studies have examined the impacts of the noise of New York's transit system on hearing, health and learning. Despite the Transit Authority's efforts to remedy transit noise in response to complaints, the noise problem has not yet been satisfactorily ameliorated. This paper will suggest how the Transit Authority could employ techniques that could lower the noise levels of its system and benefit the health and welfare of New Yorkers. The recommendations in this paper could also apply to other cities with major transit systems where noise abatement has not been treated seriously.

Information technologies and intuitive expertise: a method for implementing complex organizational change among New York City Transit Authority’s Bus Maintainers

This paper describes an attempt to implement a complex information technology system with the New York City Transit Authority’s (NYCTA) Bus Maintainers intended to help better track and coordinate bus maintenance schedules. IT implementation is notorious for high failure rates among so-called “low level” workers. We believe that many IT implementation efforts make erroneous assumptions about front line worker’s expertise, which creates tension between the IT implementation effort and the “cultures of practice” among the front line workers. We designed an aggressive “learning intervention” to address this issue and called “Operational Simulation”. Rather than requiring the expected 12 months for implementation, the hourly staff reached independence with the new system in 2 weeks and line supervisors (who do more) managed in 6 weeks. Additionally, the NYCTA shifted from a reactive to a proactive maintenance approach, reduced cycle times, and increased the “mean distance between failure”, resulting in a estimated $40 million cost savings. Implications for cognition, expertise, and training are discussed.

Questions raised about benefits of artificial reefs

Twenty‐seven subway cars lined on a barge awaited their fate off the coast of Delaware, about 26 kilometers east of the Indian River Inlet, on August 22.A priest blessed the dark‐red cars donated by the New York City Transit Authority, and prayed for the safety of all creatures using them. The song, “Sidewalks of New York” filled the festivities: “East side, west side, all around the town…” A woman tossed tokens from those subway lines into the sea. Then, down went the cars, having first been scrubbed clean, with windows removed for better circulation. Shoved by a bulldozer, the cars were deployed in 35 minutes to join a heap of military vehicles, old tires, and other used materials already accumulated at Reef Site 11, a 1.3‐square‐nautical‐mile artificial reef.

Reducing CO2 Emissions: Turn Down the Heat, Crank Up Efficiency

Several small ground transportation manufacturers have gone beyond the technology discussed in the box “A Doubly Efficient Electric Hybrid” on page 33. The cars discussed require the alternator-motor to rotate the gasoline or diesel engine crankshaft in battery-operated mode, reducing efficiency. That problem can be eliminated. Magnet-Motor GmbH of Starnberg, Germany, replaces the conventional drive train with two “hub motors”—inside-out permanent-magnet DC motors with the magnets rotating and connected directly to the wheel hubs without gears. The engine drives a large alternator, and the design offers state-of-the-art speed control, rectification, and regenerative braking with battery storage. This technology is applied in hundreds of Swiss trolley buses and in nearly all diesel European airport buses; the technology is available for all power sources.Lockheed Martin Control Systems of Johnson City, New York, uses a similar arrangement that has an alternator, state-of-the-art control, and regenerative braking with battery storage, but one large DC motor delivers power through a drive shaft, differential, and rear axle, or through double drive shafts and planetary gears. The New York City Transit Authority is apparently pleased with the performance of these vehicles and now has a large fleet.G. G. S. Engineering/Stored Energy Technology in Derby, UK, has taken the magnet-motor concept and placed it in a standard resilient wheel (for a light-rail car or streetcar), reducing weight and complexity. The concept should have even greater advantages for automobile applications.Also in the UK, J. P. M. Parry & Associates of Cradley Heath has several low-floor, lightweight, flywheel-storage tramcars in trial operation for low-cost public transit, but has not yet used the hub- or wheel-motor concepts.I suggest taking the hub- and wheel-motor concepts and reducing weight and complexity by replacing the rotating permanent magnets with rotating slanted copper or aluminum bars to form an inside-out hysteresis-nonsynchronous AC motor, that is, one with slanted rotating conducting bars allowing efficient operation below synchronous speed; the bars would be shaped to ensure efficient air cooling by fan action. US transit engineering expert William Vigrass has suggested possible all-wheel steering, “crab” berthing when standing, and the ability to follow a slightly modified rail right-of-way with automatic guidance and rear wheels following front wheel paths.An experimental bus line in Trieste, Italy, designed by Breda of Italy, is all electric, using rails in the street that are powered only when the bus is over them. The bus has battery storage for limited off-rail capability, and does not require the rail for steering. Why not place power rails at specific bus stops and use battery power between? And why not extend the concept to an all-electric personal car system with the driver positioning his car on power rails at “filling stations” to charge the battery for, say, 500 km to the next charge? A similar French system is on trial on the Marseilles, France, tram line. Perhaps my “wheel motor” suggestion can make such a system even more practical for personal vehicles.© 2001 American Institute of Physics.

Young v. New York City Transit Authority: Silencing the Beggars in the Subways

Young v. New York City Transit Authority: Silencing the Beggars in the Subways

“Brother, Can You Spare a Dime?” An Analysis of Young v. New York City Transit Authority

(1992). “Brother, Can You Spare a Dime?” An Analysis of Young v. New York City Transit Authority. Free Speech Yearbook: Vol. 30, No. 1, pp. 88-100.

Transportation: Microprocessors monitor rail car systems software optimizes the headway in Miami's people mover microprocessors replace relays in mechanical switches and signaling AC propulsion systems improve Adhesion, simplify maintenance

A number of applications of computers to rail systems are described, namely: a fully automated urban rail system in Canada; two-track, fully automated People Mover system in Miami, Florida's central business district; a microprocessor-based unit for automatic routing began operating in the Washington, DC, subway system; increased acceptance of electronic interlocking; Amtrak's installation of a fault-tolerant-computer control center regarded by experts as one of the most advanced train control centers in the world; and the testing of new AC propulsion systems in revenue service by New York City's Transit Authority.

In‐service evaluation of damped subway wheels

A 1‐yr in‐service evaluation of damped subway wheels is being done on the New York City Transit Authority system as part of the Urban Mass Transportation Administration's Urban Rail Noise Abatement Program. Four types of damped wheels are being evaluated to determine their effectiveness in reducing wheel squeal. Acoustic data are being collected throughout the 1‐yr program to monitor the acoustical performance of the wheels. Data are also being collected to determine the cost of the wheels, including any additional maintenance and inspection. This presentation focuses on results obtained through the first 6 months of the 1‐yr evaluation. [Work supported by the United States Department of Transportation.]

Suitability of existing vibration criteria for rail rapid transit systems

The rapid transit industry is faced with constructing and operating heavy rail rapid transit systems that do not impact adjacent communities. Groundborne vibration during construction and operation must be considered and appropriate criteria utilized. This paper reviews and compares numerous criteria relating to the effects of vibration on structures and occupants to vibration measurements and subjective response data accumulated by the New York City Transit Authority over the past 12 years. The levels of vibration measured have generally been below present criteria, yet strong reactions have occurred. Projects now underway to develop appropriate criteria are reviewed, and recommendations are made for additional study.

Measurement and analysis of the noise from and vibration in rapid transit elevated structures

An analytical model of the vibration transmitted to and noise radiated from an elevated structure during the passage of a train has been developed. Using the roughness and discontinuities on the wheel and rail running surfaces as the starting point, the model is capable of predicting the effect on noise radiation of a number of noise control treatments. Field measurements of noise and vibration on a New York City Transit Authority elevated structure before and after installation of resilient fasteners have been compared with model predictions using parameters derived from laboratory measurements with acceptable agreement. Results of both field measurements and analytical model studies indicate that on the most common types of elevated structures in rapid transit use that noise directly radiated by the wheel and rail is equally as important as noise radiated by the structure.

Retrofit noise control of rapid transit cars

This paper describes a retrofit noise control study for existing, electric-powered transit cars currently operated by the New York City Transit Authority. The study focused on a test car considered to be representative of the fleet, that was outfitted with monitoring equipment and operated through a series of experiments. The dominant noise-producing components were determined and the important noise and vibration transmission paths located. Simple, easy-to-implement treatments that would reduce the noise levels to acceptable levels were recommended. Some of these recommendations included better side-door and end-door seals, increased floor mass, and quieted traction mooor fans.

Diagnosis and control of noise in alder rapid transit cars

In the United States there are a number of rapid transit systems still utilizing 20–30 year old transit cars. Although still functional many of these old cars are quite noisy, especially when compared with cars of more recent vintage. In a study for the New York City Transit Authority extensive diagnostic tests were performed on two types of older rapid transit cars presently operating on that system. The tests have shown that the noise reaching the car interior is primarily airborne and due to the propulsion system and wheel/rail interaction. The propulsion system was also found to contribute strongly to wayside noise. When the car is operating in a tunnel most of the noise reaches the car interior by way of the side doors, whereas when operating above ground most of the noise is transmitted through the floor. Based on the test data, an analytical/empirical model of noise transmission to the car interior has been developed and used to estimate the effect of various noise control treatments on car interior noise.

Energy conservation in subway systems by controlled acceleration and deceleration

The 1975 electric bill for propulsion in the New York City subway system was close to 90 million dollars. This paper addresses the question of how a subway motorman should run his train in order to minimize this energy consumption. It is shown that using maximum acceleration followed at the appropriate time by coasting, and then braking at the maximum acceptable rate, gives a particularly low energy consumption for typical subway trains (although slightly different velocity profiles can be better under appropriate circumstances). This velocity profile is relatively easy to implement, and has now been proved effective in experimental tests. As a result of recommendations reported here, the New York City Transit Authority ran idealized tests of the profile, followed by recently completed tests in revenue service which demonstrated an 18.4 per cent decrease in energy consumption using a daily weighted increase of 4.25 per cent in trip time. This paper also evaluates the energy saved using an alternative method involving equipment modification for field shunting in the series mode.