Could New York City get its own CrossRail?

Penn station: heart of the CrossRail proposals. Image: Getty.

As well as having the world’s largest metro system by number of stations, New York City also has a pretty sizeable commuter rail network.

In fact, it has several. There’s the MTA Metro-North Railroad, run by the city’s Metropolitan Transit Authority, which serves the northern suburbs in New York state and Connecticut. There’s the Long Island Rail Road, and the Staten Island Railway: those are also run by the MTA, and respectively serve, well, you can probably guess. And then there’s the NJ Transit rail network, run by the authorities in the adjacent state of New Jersey, which serves that state and a few counties in its neighbours.

Between them, these four different systems carry passengers to and from the city from all points of the compass. But the system is fragmented: to get from Staten Island to Manhattan, you need to take a ferry. Some of the trains from New Jersey run into Penn station, in midtown Manhattan; but capacity constraints mean that many others terminate across the Hudson in Hoboken, requiring passengers to change to a PATH train, and then probably again onto a subway.

It’s a measure of the network’s complete lack of integration, in fact, that there is, best we can tell, no official map which shows all of it – even though some NJ Transit trains magically turn into MetroNorth ones at the state boundary. All seems a bit silly to me, but there we are.

None of this seems very likely to change any time soon, if ever – but in 2015, some city planning students at the University of Pennsylvania School of Design did at least propose a start.  Here, inevitably, is a map:

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The New York-New Jersey CrossRail project would involve a capital “R”, as well as a pair of new tunnels under the metropolis. These would run from Newark in New Jersey, through Penn Station and out to Jamaica in the suburbs of Queens. There’d also be branches connecting to Newark and JFK airports, and another heading north to link up with Metro North services.

All this would mean that the current service would change from this...

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...to this:

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The big benefit of such a scheme is that it would make it much easier to get across the Hudson. No new transit tunnels under the river which divides New York from New Jersey have been built since 1910, and those which do exist are at full capacity. The existing Hudson River tunnels, the CrossRail team wrote, “are the most significant choke point along the entire Northeast Corridor”.

The proposed new tunnel will remove this bottleneck. It’d also make it easier for residents of Queens to get to Manhattan, relieving chunks of the subway network, too. And as a bonus, it’d open up new real estate schemes along the route, generating at least some of the cash which would pay for it.


How realistic is this? It is fundamentally the work of some students (albeit pretty well qualified ones), rather than an official proposal. And building new rail capacity in New York has proven to be both difficult and incredibly expensive. The recently opened second Avenue Subway extension has been called the most expensive subway ever built: nearly $4.5bn for just two miles of line, which would be hilarious were it not for the fact that stuff like this makes it harder to persuade politicians to invest in this stuff.

But CrossRail isn’t a complete pipedream. The students’ proposal builds on two official ones: Amtrak’s proposed Gateway project, which would build a new tunnel under the Hudson and expand Penn station, and the MTA's Penn Station Access project, which would take Metro North through Queens into Penn Station. What CrossRail does is to combine these, and to continue the route to the east, out towards Jamaica and Long Island.

There’s lots more nerdery in the report, about financing, phasing construction, service patterns and so on. But odds are you came here mainly for the maps, so let’s end on this one, which compares the proposed New York CrossRail with the nearly completed scheme which inspired it:

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You can read more about the proposal here.

Jonn Elledge is the editor of CityMetric. He is on Twitter, far too much, as @jonnelledge.

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When should you forget the bus and just walk?

Might as well talk, tbh. Image: Getty.

It can often be tempting to jump on a bus for a short journey through the city, especially when it’s raining or you’re running behind schedule. Where there are dedicated bus lanes in place, it can feel as though you speed past gridlocked traffic. But as city authorities begin new initiatives to get people walking or cycling, that could all change – and so could you.

British people are wasting tens of hours in traffic every year: London comes top, with the average commuter spending 74 hours in traffic, followed by Manchester, with 39 hours and Birmingham and Lincoln, both with 36 hours.

It might surprise some people to learn that cities are intentionally slowing down private vehicles, in order to shift people to other, more efficient, modes of transport. In fact, Transport for London removed 30 per cent of the road capacity for private vehicles in central London between 1996 and 2010. That trend continues today, as the organisation gives over more space for buses, cyclists and pedestrians.

London’s road capacity, over time. Image: Transport for London/author provided.

Clamp down on cars

The loss of road capacity for cars has occurred across most UK cities, but not on the same scale everywhere. The good news is that the changes, when made, appear to have reduced actual car congestion. It seems that by making it less attractive to use your car, you’ll be more likely to use other transport. In fact, the average speed of buses and cyclists can be up to twice as fast as normal traffic in cities such as London.

The relationship between walking and improved health has been proven to such an extent that it seems everyone – your doctor, your family, regional and national government – wants to increase physical activity. The savings in health care costs, are via improved fitness, reduced pollution and improved mental health, and its impact on social care are huge.

For instance, Greater Manchester wants to increase the number of people who get the recommended level of exercise (only about half currently do). The most advanced of these plans is London’s, which has the specific goal of increasing the number of walks people take by a million per day.

So, the reality is that over the next few years, walking will gradually appear more and more “normal” as we are purposefully nudged towards abandoning our rather unhealthy, sedentary lifestyles.


The long journey

Consider this: the typical bus journey in the UK is almost three miles, with an average journey time of around 23 minutes. The equivalent walk would take approximately 52 minutes, travelling at just over three miles per hour. It seems obvious that the bus is much faster – but there’s much more to consider.

People normally walk at least a quarter of a mile to and from the bus stop – that’s roughly ten minutes. Then, they have to wait for a bus (let’s say five minutes), account for the risk of delay (another five minutes) and recover from the other unpleasant aspects of bus travel, such as overcrowding.

This means that our 23 minute bus journey actually takes 43 minutes of our time; not that much less than the 52 minutes it would have taken to walk. When you think of the journey in this holistic way, it means you should probably walk if the journey is less than 2.2 miles. You might even choose to walk further, depending on how much value you place on your health, well-being and longevity – and of course how much you dislike the more unpleasant aspects of bus travel.

The real toss up between walking and getting the bus is not really about how long it takes. It’s about how we change the behaviour and perceptions we have been conditioned to hold throughout our lives; how we, as individuals, engage with the real impacts that our travel decisions have on our longevity and health. As recent converts to walking, we recommend that you give it a go for a month, and see how it changes your outlook.

The Conversation

Marcus Mayers, Visiting Research Fellow, University of Huddersfield and David Bamford, Professor of Operations Management, University of Huddersfield.

This article is republished from The Conversation under a Creative Commons license. Read the original article.