Well, this is embarrassing: the MoMA and the Yale Center for British Art have nearly simultaneously come out with exhibitions on the same subject. In museum-world, isn't that like two girls showing up to a party in the same dress? Nevertheless, it’s an interesting enough topic that the repetition hardly matters. The Yale Center's "Art For All: British Posters For Transport," on view through August 15, and the MoMA's "Underground Gallery: London Transport Posters 1920s-1940s," on view through February 28, 2011, both offer a fascinating look at London’s innovative campaign to bring art into the Underground and create a strong civic identity. The two exhibits' slightly different focuses also help reduce the redundancy. The larger Yale exhibit features over 100 posters, really giving a sense of the diversity of artistic schools represented in the Underground campaign, ranging from Cubism, to post-impressionism, to Japanese woodblock prints. The MoMA show is a smaller installation, with only 20 posters, but the curators have chosen carefully to capture the zeitgeist of the city of London during those years -- its culture, its entertainment, and its fears of war.
Posts tagged with "Transportation":
Chicago and New York have well developed mass transit systems, notable for their extensive subway and commuter rail networks. But it's buses that are getting a big boost in both cities. Chicago will receive more than $35 million in federal grants for two planned rapid bus service projects, and New York is getting $18 million to rework 34th Street with segregated bus lanes. In Chicago $24.6 million will go to fund a new downtown circulator, linking major transit and tourism hubs. The Central Area Transitway will connect Union Station to Navy Pier with several stops along the way. The would be extended to include the West Loop, the Museum Campus, and McCormick Place. $11 million will go to create express bus service on Jeffrey Boulevard from 103 Street and Story Avenue to Jefferson and Washington. The 34th Street project in New York, which would included extended green lights for buses and segregated lanes along with wider medians for pedestrians, is expected speed up bus trips by 35%. Another project we've been following, Cincinnati's planned streetcar system, also got a $25 million boost. Here's a complete list of selected selected from around the country.
Our favorite wonky MTA blog has an interesting and funny post about how quickly and easily naming rights on a public transit system can get, in this case down in Philadelphia. While we all know transit systems are in trouble and should probably go about getting money wherever they can—short of more draconian fare increases, let's hope—it is easy to go too far on the naming rights front, not only into parody but confusion. While it may be a bit unseemly that the MTA tried to charge the Yankees for the rights to have their name at a refurbished 161st stop last year, and that Barclays is actually paying up for the rights in Brooklyn, yet another advertising assault on our public lives. But SEPTA has gone a step further, renaming its Pattison Avenue Terminal to AT&T Station. Unlike the Barclays annoyance, this could be downright confusing because there is no geographical relevance here, nothing AT&T about this station. As another blogger puts it on SAS: "The whole situation raises the frightening prospect in the near future that, instead of riding the Broad Street Subway from City Hall to Pattison, people will take the Coca-Cola Trolley from Pizza Hut to AT&T."
For years, the MTA has been dumping decommissioned subway cars into the ocean to create artificial reefs for marine life. If you've ever wondered if it works, YouTube appears to have the answer. This video shows fish and a giant turtle swimming amid old red bird subway cars. The juxtaposition of the natural and manmade in such an unlikely location is a delight to watch. Next stop, the ocean floor! (via Huffington Post).
It would appear the Second Avenue Subway is really, truly happening. Not to have doubted all the construction work that's gone on so far, but we have been-there-done-that about half-a-dozen times over the past century. Now, however, the 200-ton Cutter Head has arrived, the main piece of the Tunnel Boring Machine that will begin carving out the tunnels for the first phase of the new line. The MTA posted some pretty cool pics of the device, including the one above, on its Facebook page. And if that weren't socially networked enough, there's a YouTube flick of the thing being lowered underground with a soundtrack that sounds oddly like that of a softcore sex scene in some '90s movie. Second Avenue Sagas points out that this is largely "symbolic," as the real challenge, technically and fiscally, is not digging but building the lines and stations. That said, we still wonder if all this money wouldn't be better spent on maintaining service than pushing ahead with capital projects, even if it does mean their nth death. While you ponder, the flick and more pics after the jump.
It's been a busy week for Ray LaHood, our favorite Transportation Secretary. On Monday, he sat down with the Times' Green Inc. blog to discuss a range of topics, most notably his recent declaration (video above, shot from atop a table at the National Bike Summit) that cyclists and pedestrians would get equal time, money, and consideration on America's streets. The next day, a blog post, ostensibly by the secretary, featured an interesting study showing that a staggering amount of us—Americans, not just readers of this blog—want more and bet transit options. And this goes for the nation's waterways as well, all delivered through a more transparent DOT. And in an unusually unbureaucratic move, the department is even sharing some of its responsibilities, partnering with the EPA to set fuel efficiency standards. The week was capped off today in a sweep through New York to press drivers stop texting and stump for high-speed rail, one of his pet projects. And to think people were afraid he'd be reactionary just because he was a Republican Congressman. Revolutionary is more like it.
With any luck, Moynihan Station will finally get off the ground thanks to last's months grant of $83 million in stimulus funds. Having gone through what seems like dozens of iterations, it's unclear exactly what shape the new station will take, but we do have one piece of advice for whatever cabal of designers takes up the massive project: Don't forget the signs. While no hardened New Yorker would admit to getting lost in Penn's warren of tunnels and concourses, Slate's Julia Turner uses the underground mess as Exhibit-A of bad signage for her series running this week and next about just how important wayfinding is in our increasingly confusing world. As Turner puts it, signage is "is the most useful thing we pay no attention to." The Jane Jacobs in all of us will point to the low-ceilings and poor layout, the ugly stepchild of McKim, Mead & White's glorious station, as the reason for the confusion Penn causes in visitors new and old alike. But Turner says the real problem, and potential solution, lies with the signage. While some of the signs work, the problem is the whole of the station, or lack thereof. The main issue, according to Turner, is that the busiest station in the country must serve three masters, Amtrak, New Jersey Transit, and the MTA (both LIRR and subways). We actually chuckled when David Gibson, principal of design firm Two Twelve, pointed out in the video above, "Here we are, we're at the intersection of three sign worlds." Could you imagine facing the same problem at busy intersection? Just as signs can create a problem, they can also fix them. As Turner points out in her third installment today, signs are already helping to take the confusion and congestion out of London's Underground—and the city in general—by directing people to stay above ground and walk, with the help of some new signs, of course. Granted Grand Central Terminal does not face the hodge podge of constraints Penn Station does, nor was it decimated by Robert Moses, but during a stroll through last night, it was clear to us how relatively easy it can be to get this right. Given how long it's taken to get Moynihan Station off the ground, and the obstinacy of transit bureaucracies to begin with, we'd be surprised if anything gets done before the arrival of the new station. Let's just hope they heed this warning and get it right next time.
California, Florida, and Illinois are receiving the largest pieces of the federal high speed rail pie. According to the a release from the White House, California will receive $2.32 billion for a forked line running from San Diego to Los Angeles and splitting in Northern California with spurs to San Francisco and Sacramento. Florida will receive $1.25 billion for a new line from Tampa to Orlando, with an additional line connected Orlando to Miami as a part of a "long-term vision." “By investing in high speed rail, we’re doing so many good things for our country at the same time," said Vice President Biden, according to a statement from the White House . "We’re creating good construction and manufacturing jobs in the near-term. We’re spurring economic development in the future. We’re making our communities more livable—and we’re doing it all while decreasing America’s environmental impact and increasing America’s ability to compete in the world.” Illinois will receive $1.13 billion to upgrade its corridor to St. Louis, far less than the $4.5 billion the state sought. While this may seem like a set back from Illionis, the Midwest region as a whole received several other significant grants, which should eventually link to a hub in Chicago. Wisconsin and Minnesota will received $823 for a new line from Milwaukee to Madison, WI, with projects laying the "foundation" for a line connected from Milwaukee to Chicago and a "long-term vision" for a Mineapolis to Madison line. Michigain/Illinois/Indiana are receiving a $244 million grant for upgrades along a line stretching from Chicago to Kalamazoo to Detroit to Pontiac, MI. Ohio will be granted $400 million for a new line conntecting Cleveland to Columbus to Dayton to Cincinatti. The Northeast Corridor, with the nation's largest existing rail ridership, is receiving a comparatively small grant of $1.91 billion in funding, spread across nine states and the District of Columbia. According to the Boston Globe, the complexities stemming from multi-state enviornmental impact statements hindered the region's bid.
The Regional Plan Association played a crucial role during the Great Depression, helping guide the Roosevelt administration's recovery efforts. While the tri-state advocacy group has been less visible during the current crisis, the RPA still plays an important roll in shaping transportation and infrastructure policy, both locally and nationally. The group may be jockey to kick up its profile as it replaces its outgoing chair, little known real estate attorney Peter Herman, with former MTA boss Eliot "Lee" Sander. Sander is no stranger to getting his hands dirty, as he wrangled mightily to get the MTA in order amidst Albany's opposition. He was eventually forced out of what he once wistfully called his dream job after the Paterson administration reorganized the agency, where Jay Walder now runs the show. Since then, Sander has moved to AECOM, where he is the "group chief" for global transportation. Last week, the RPA board unanimously voted Sander to be its head. "I can think of no better person who understands the challenges we face and possesses the skills to set a bold agenda for both RPA and the region," Bob Yaro, the RPA president, said in a release. This is not Sander's first brush with the group, as he and Yaro founded the Empire State Transportation Alliance in the late '90s to rally business and civic interests behind mass transit.
As automakers vie to release the next generation of plug-in electric cars, many eco-conscious drivers have wondered about the lack of charging infrastructure in dense urban environments. Unlike in, say, London, where charging points are being planned within one mile of every citizen by 2015, New Yorkers have heard little about curbside electric pumps. Well, if you’re looking for a place to plug in your GM Volt, one company’s vision of the future has arrived. This week, Brooklyn-based sustainable energy company Beautiful Earth (BE) unveiled their new solar-powered electric vehicle charging station, the first in New York and one of just a few in the world. Designed and built by BE from recycled steel shipping containers, the off-grid station sits on a lot near the company headquarters in Red Hook, collecting the sun’s rays with a roof of Sharp 235-watt photovoltaic panels. With a battery bank that stores electricity around the clock, the 6-kilowatt station can charge a car even at night, and could potentially feed unused electricity back into the grid. For now, the new station’s larger impact is more symbolic than practical: It’s only being used to charge BE’s company electric sports car, a BMW Group Mini E (though it would work just as well with any electric vehicle). A full charge gives the Mini E a little over a 100-mile range and takes about three hours, but shorter charging times are well within reach. “As the technology advances, easy charging stations will become increasingly realistic,” said Amanda Cleary, BE’s manager of sustainability.
Not since the collapse of Lehman Brothers last year has a major bastion in the city seemed to fall apart so quickly and readily as the MTA over the past few weeks. As the Times succinctly puts it, "state legislators cut $143 million out of the authority’s budget; state accountants then determined that a payroll tax dedicated to mass transit financing would produce $100 million less revenue than initially thought. Finally, late last week, a court ruled that the authority must pay significant raises to transit workers, adding tens of millions of dollars in expenses." The MTA is required to fill the $400 million budget hole this created because it must end the year with a balanced budget. And so a range of service cuts were ratified today by the agency's board, including the elimination of subway and bus lines, reduced off-peak service and para-transit, and no more free rides for half-a-million students. While all these cuts—which do not take affect until July 1—are a disgrace to riders, the latter two may seem particularly onerous for good reason: they are so politically charged (think Helen Lovejoy) they will almost certainly be reversed, and indeed Governor Patterson has already called for the reinstatement of student MetroCards. But that only restores about $170 million, so what about the rest? We've been here before with these proposed service cuts, and the consensus among transit advocates is it will never come to that or super fare hikes. But with the MTA bailed out once already this year, a return to bridge tolls or other new revenue streams seems equally unlikely. Another proposal that has been gaining steam is dipping into the authority's capital funds, temporarily syphoning funds off, say, the Second Avenue Subway, to temporarily cover the gap. The Straphanger's Campaign has been pushing this approach, as its long-held belief is general service over flashy megaprojects, and it has been taken up by the City Council as well, a number of whose members rallied at today's board meeting. But the mayor has long opposed such a move because these projects are considered a boon to economic development, an argument echoed by the venerable RPA and upheld by the MTA. "Diverting money from the capital program as a one-shot stop-gap fix for the operating budget is what led the system into the decline that characterized the system in the 1970s and early 1980s," MTA spokesman Aaron Donovan said in an email. "It took decades to recover from that." Fortunately, this is only the beginning of the end, as we live to see another doomsday.
The feature that I wrote for issue 20 is about personal rapid transit. PRT, as it is called, is a mass transportation concept that swaps high-capacity trains for small "pod cars." These individualized vehicles run on dedicated tracks from origin to destination, bypassing all other stations along the way. Such a system is currently being installed at London's Heathrow Airport and Foster + Partners is developing a PRT solution for its Masdar City project, but the idea has been around at least since the 1950s. In the late 60s and 70s several prototypes were developed and tested for possible urban application, but—aside from a semi-PRT system installed in Morgantown, West Virginia—none of them were ever realized. The one that came the closest was Cabinentaxi, which was to be rolled out in Hamburg, Germany. A recession in 1980 sank the project, but luckily they made this lovely film before falling into the dustbin of history. Enjoy.