- Staten Island
To sort this out, I built a regression model that accounts for both gas prices and the unemployment rate in a given month and attempts to predict from this data how much the typical American will drive. The model also accounts for the gradual increase in driving over time, as well as the seasonality of driving levels, which are much higher during the summer than during the winter…. The model predicts that given a somewhat higher unemployment rate but much lower gas prices, the lower gas prices should have won out: Americans should have driven slightly more in January 2009 than they had a year earlier. But instead, as we've described, they drove somewhat less. In fact, they drove about 8 percent less than the model predicted.Silver believes Americans may, in fact, be changing their habits. He looks at recent home values in a variety of cities and sees that more car-dependent cities have fared worse than less auto dependent cities. Still, Silver presents cities as relatively static places, and planning and design are largely absent from his analysis: “In the real world, of course — outside perhaps a half dozen major metropolitan areas — American society has been built around the automobile.” For at least the last decades communities across the country have been employing a variety of means to promote walking and biking, from building mixed use, higher density neighborhoods, to adding bike lanes and light rail lines, to banning cul-de-sacs, to investing in downtown developments. America, in some places at least, is not being built the way it was twenty years ago. Certainly these efforts must have some cumulative effect.
Last September, the LMDC began installing these fancy Grimshaw-designed contraptions on West Broadway. Their main purpose is to keep storm water from running into subway grates, which is achieved simply enough by raising them 6 inches. To keep people from tripping on them, Grimshaw included a set of benchs and bike racks, so they would be more obvious to even the most hurried or oblivious of New York pedestrians.
According to the LMDC, the last of the 16 Grimshaw gizmos have now been installed, and just in time. While they were plenty quaint during the fall and winter, can you really beat a nice bike ride on a sunny April day? And don't those two look so adorable. Finally, we think, it's safe to say that Spring is here.
Following the events of September 11, 2001, the Cortlandt Street R/W Station was reopened on September 15, 2002. The station was closed again on August 20, 2005, to accommodate excavation and construction of the Dey Street underground pedestrian concourse, a component of the MTA's Fulton Street Transit Center project. The concourse will create direct passage between the Fulton Street/Broadway-Nassau subway station platforms, the R & W platforms, the World Trade Center site and its PATH station. The work building the concourse has been completed, but the Cortlandt Street station has remained closed because of a slight settlement that has occurred to the platforms as a result of work being done to rebuild the adjacent World Trade Center site. This settlement is detectable by engineering instruments, but does not significantly affect the overall structural soundness of the station and has not impacted train traffic through the station. Station opening requires that the settlement be repaired, which has been partially completed but requires further work, and that the station finishes and necessary stair and passageway work be completed.
Now, some may have thought it would take months to get to this point. But in part because of the hard work and commitment of the people in this department, we approved these 2,000 projects in just 41 days.However, what is most impressive--or depressing, depending on your perspective--is just how little contractors are willing to charge for such work:
And that's why I'm pleased to hear that in state after state across America, competition for these projects is so fierce, and contractors are doing such a good job cutting costs, that projects are consistently coming in under budget. The final bid for one road project in Connecticut was $8.4 million less than the state budgeted for. Another one in Louisiana was $4.7 million less. A project at BWI Airport will be completed for $8 million less than expected. Bids for projects in North Carolina have been 19 percent under budget. Colorado is reporting bids up to 30 percent less than they expected. And the officials in California have seen bids that are close to half as much as they had projected. And because these projects are proceeding so efficiently, we now have more recovery dollars to go around. And that means we can fund more projects, revitalize more of our infrastructure, put more people back to work, and ensure that taxpayers get more value for their dollars. [Emphasis added]The big question to our minds, though, was where, how, and, most importantly, for what will that surplus stimulus be allocated? For example, does California, through its thrifty bidding processes, get to build twice as much as expected? Or does that money go back to the Feds to be reallocated? Neither Governor Schwarzenegger's office nor the Times knew the answer to this question, and the Obama press office did not return calls seeking comment. Still, more money and more work is always a good thing. Now we can only hope its the kind of aspirational work planners and architects have been clamoring for and not just more repairs and repaving. Not that that's a bad thing. The renderings just aren't as sexy.
"People have been worried that we were going to leave a hole in the ground or construct a simple subway entrance instead of the iconic structure that the community was expecting," Sander said. "I am here to tell you that this is not the case." The original designs of the above-ground glass structure called for an oculus that would reflect light into the station. The plans were later simplified to only include skylights.No word yet from Jamie Carpenter, though the MTA press office is hard at work on filling us in. For a reminder of what the project may or may not look like, check NY1's story from Monday. Update: In an email, Carpenter writes, "We are of course hopeful but I have no current information." Meanwhile, MTA spokesman Aaron Donovan shed slightly more light on the project. "At this stage, we've reached a concept but no new designs yet," he said, adding "A three-story glass structure is about as specific as I could get." In the Times, Sander said pretty much the same thing, as well as making a strong case for its inclusion in the stimulus plan:
“The pavilion has to be many things to many people,” Mr. Sander said, referring to the glass structure. “It has to be a building of vibrant design with as much new retail activity as possible.” He called it “a highly visible portal to a modern transportation complex.” [...] “The project needs to be finished,” he said. “It does at this point appear to meet the criteria that Congress has put out, and from an economic stimulus standpoint, in terms of job creation, it certainly seems appropriate.”
“The MTA is my conductor; the Z Train shall not want … (hopefully). Transit officials maketh the J and Z skip-stop during rush hours, providing faster trips. They leadeth the J and Z quickly in the path from Jamaica, Queens to lower Manhattan. But now the MTA sayeth it is very broke and must still the Z, and addeth an hour more a week commuting time for many riders.” “Yea, though the Z walks through the valley of the shadow of death, it will fear no MTA plan: For thou art with the Z, Governor David Paterson. Thy leadership and thy budget staff, they comfort Z riders. Thou preparest new revenue proposals to stop the death of the Z; thou annointest the Z’s wheels with oil; the Z’s subway cars runneth over. Surely goodness and mercy shall follow the Z in all its days and the Z will dwell in the house of MTA subway tracks forever.”And, lo, I could hearth yon groaning over mine Wifi.