Don't mean to pick on Jeremy here bc I really appreciate the productive engagement, but I do wanna push back on this line of logic. Though LIC did add a lot of housing, it was one of vanishingly few places in the NY region that did: we consistently rank _very_ low in hsng prod'n
New supply absolutely will not solve all housing-related crises -- renter protections and housing subsidies are critical part of the toolkit here -- we should be careful in making our analysis here.
Per research like this upjohn.org/research-highl…, it seems likely Qns's gentrification and displacement crises would have been even worse had it not been for LIC to absorb high-earners looking for housing in the region.
(And just to be clear: I think opposing new housing on a parking lot literal feet away from the nation's third largest job cluster for height reasons is, uh, questionable. If we're really concerned about climate, that 30% of ppl in this tract *walk* to work is important!)
There really aren't that many places in the US where you can build a structure within half a mile of 162,000 jobs on a _parking lot_. The logic of this site cannot be overstated; even just for climate reasons we should be advocating that this structure be taller.
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Rail corridor planning 101 will tell you that connecting cities which exist along a line is really good. Cheyenne and Pueblo demarcate the north and south ends of a rel. populous corridor following the front range of the Rockies.
There are criticisms to be made of The Map, but can we please make them after we spend more than a few seconds thinking about what we're gonna type?
As others have noted, this Politico article basically boils down to "Amtrak should be investing in the NEC vs a bunch of extensions in the (Mid)west." Yet, the bill provides more money for the NEC than the rest of the country *combined*!
Not nearly back to full ridership yet, and my (admittedly small sample of) weekend trains seem to be rapidly approaching 125% seated load — NYCT’s definition of “at capacity”
This should be a reminder that, over the last 15 years, weekend subway service has been slashed to accommodate diversions and a huge ramp up in the restrictiveness of work protection rules
In 2006, the only letter lines whose Saturday base schedule ran less frequently than every 8 mins were the C (10min), J (mostly 9min) and M (ditto). Today, the only routes scheduled to run better than a 10 min headway are the Q and L.
One little thing to be excited about going into 2021 at NYCT: it looks like the hegemony of diesel work locomotives is finally coming to an end.
In the NYC subway, we overwhelmingly use diesels to power work trains, as the third rail is switched off in work zones. The negative implications on passenger -- to say nothing of work train crew -- respiratory health should be self evident. nydailynews.com/new-york/ny-me…
Though other systems (for example, London) have used battery locos for over a century, NYCT has historically resisted this, and has bought overwhelmingly diesel equipment until very recently.
Thinking a bit about alignments for Phillipsburg-Allentown rail service (which is so, sorely needed). The route choice is surprisingly complex.
Phillipsburg-Easton is pretty easy -- you just follow the former CNJ ROW across the Delaware and Lehigh, and you get a stop just south of the downtowns in both Easton and Phillipsburg. Not perfect (you'd optimally run through the activity density), but workable.
From there on out things are a bit less pretty. You can continue following the CNJ, but that means you'll be under a cliff from the denser residential areas of Easton. Elevators and all would help, but I suspect that 10 min bus service would be much more effective in these nhbds
Always loved how clearly strong the PA influence is in Phillipsburg NJ's architecture/planning. The town has the mid-block alleys and gabled rowhouses that are so quintessentially E PA.
so many really interesting alleys in phillipsburg. this particular one a little bit of a 19th century 'disorganized wires' vibes.
Attached vs detached, but Trenton notably also has this sort of thing going on.
I really don't think there's any bit of railroad anywhere in the US that screams "electrify me" more than Metra's Suburban Branch of the Rock Island District.
With twelve stops in seven miles through relatively dense neighborhoods on Chicago's South Side, the line has the stop spacing of a subway, but is run with agonizingly slow-accelerating diesel equipment -- which also contributes to air pollution in surrounding communities
The line also faces little interference from freight traffic and is owned by Metra; this is one of (surprisingly many) places in the Chicago region where you could pretty easily make real regional rail-style improvements without running into freight railroad opposition