subscribe to this pageThis site tells the story of the Washington Metro, a 103-mile rapid transit system serving Washington, D.C., and the surrounding areas of Maryland and Virginia. Planning for Metro began in the 1950s, construction began in 1969, and the first segment opened for operation in 1976. Metro is one of the largest public-works projects ever built, and it is the second-busiest rail transit system in the United States. Metro is the creation of thousands of planners, engineers, architects, and builders, and hundreds of thousands of neighbors and riders. Whatever your role, we hope you will share your own experiences as part of the ECHO Science and Technology Memory Bank. This site was researched and written by Zachary M. Schrag, author of The Great Society Subway: A History of the Washington Metro (The Johns Hopkins University Press, 2006). | ||
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New Operation to Put Heavily Armed Officers in Subways
By AL BAKER
In the first counterterrorism strategy of its kind in the nation, roving teams of New York City police officers armed with automatic rifles and accompanied by bomb-sniffing dogs will patrol the city's subway system daily, beginning next month, officials said on Friday.
Under a tactical plan called Operation Torch, the officers will board trains and patrol platforms, focusing on sites like Pennsylvania Station, Herald Square, Columbus Circle, Rockefeller Center and Times Square in Manhattan, and Atlantic Avenue in Brooklyn.
Officials said the operation would begin in March.
Financing for the program will be funneled to the Police Department and will come from a pool of up to $30 million taken from $153.2 million in new federal transit grants to the state.
Michael Chertoff, the secretary of homeland security, and Gov. Eliot Spitzer announced the grants at a news conference on Friday at Grand Central Terminal, where Police Commissioner Raymond W. Kelly outlined his plans to add a layer of security to the city's 24-hour transit system.
By Noah Shachtman EmailJanuary 24, 2008 | 8:59:00 AM
New York City's plan to secure its subways with a next-generation surveillance network is getting more expensive by the second, and slipping further and further behind schedule.
A new report by the New York State Comptroller's office reveals that "the cost of the electronic security program has grown from $265 million to $450 million, an increase of $185 million or 70 percent." An August 2008 deadline has been pushed back to December 2009, and further delays may be just ahead.
Shortly after a series of bombings in the London Tube, The Metropolitan Transit Authority, which oversees New York's mass transit systems, signed a contract in 2005 with defense contractor Lockheed Martin to put in thousands of security cameras, electronic tripwires, and digitally-controlled gates into New York's sprawling network of subways. The deal was inked just a few months after MTA chairman Peter Kalikow argued against "wasting money on unproven technology."
At the heart of the program was a network of surveillance cameras, passing what they saw through a set of intelligent video algorithms, designed to spot suspicious behavior: a bag left on the subway platform, a person jumping down to the tracks, a mob running up a down escalator.
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U.S. Approves $1.3 Billion for 2nd Avenue Subway
By WILLIAM NEUMAN
The long-dreamed-of Second Avenue subway will take another important step toward becoming a real thing of concrete and steel today, as the federal government plans to announce that it has formally approved $1.3 billion in financing for the project's first phase.
Transportation Secretary Mary E. Peters said in an interview that the money would be paid out over the next seven years as construction progresses on the subway's first leg, which will have stops on Second Avenue at 92nd, 86th and 72nd Streets and at 63rd Street and Lexington Avenue.
The Metropolitan Transportation Authority began preliminary work on the line after Gov. Eliot Spitzer held a ceremonial groundbreaking in April.
Ms. Peters said the federal money would pay for about one-third of the work on the first phase, which is expected to cost more than $4 billion. The first leg is scheduled to open in 2014, and it will run as an extension of the Q line.
M.T.A. Says Mayor's Plan to Ease Traffic Will Cost $767 Million to Accomplish
By ROBERT D. McFADDEN
Mayor Michael R. Bloomberg's plan to ease traffic congestion by charging motorists who drive into the busiest parts of Manhattan would cost hundreds of millions of dollars for new bus and subway services and mass transit improvements to accommodate tens of thousands of new riders, transportation officials say.
The Metropolitan Transportation Authority, in a report to a commission created to evaluate the mayor's plan, estimated that expanded transit service and capital improvements for city and suburban riders who would give up their cars to get into Manhattan over the next five years would cost $767 million.
The total, the authority said, comprised $284 million in 2008 and 2009 for 367 new city and suburban buses, 46 new subway cars and many station renovations and service enhancements; $163 million for other subway and bus improvements from 2010 to 2012, and $320 million for two new bus terminals in Queens and Staten Island.
By ANNE BARNARD
To entice buyers to spend $1 million for one-bedroom apartments on the less glossy eastern edge of the Upper East Side, the builders of a shimmering glass tower going up at 91st Street and First Avenue advertise customized stone countertops, a private fitness center, "expansive sunrise and sunset views" - and the Second Avenue subway.
Now that construction crews have started work on the Second Avenue line after decades of delays, bullish real estate brokers and nervous neighborhood tenants alike expect New York's first new subway in 50 years to join the market forces that are driving Park Avenue-style prices farther east and replacing quirky Hungarian shops with high-end chain stores.
Ending commuters' long walk west to the Lexington Avenue subway will bring new cachet to addresses on Second Avenue and eastward - or at least that's what developers and real estate brokers are betting. Among them are the builders at 91st and First, who point to the subway's expected opening in 2014 and boldly declare that their tower, christened the Azure, stands at "the heart of the Upper East Side."
Strike Shuts Most of London's Subway
By SARAH LYALL
LONDON, Sept. 3 - London's subway network virtually shut down at the height of the rush hour on Monday evening when 2,300 maintenance workers walked off the job in what they said would be a three-day strike over pensions and security.
Transportation officials then closed nine subway lines, the bulk of the system. They said it was too dangerous to keep the network going without the workers, who are responsible for maintaining and repairing tracks, signals, trains and the like. Just three lines - the Jubilee, Northern and Piccadilly lines, which are maintained by workers who belong to another union - were operating Monday night.
Commuters across London left work early in a rush to make it home before 6 p.m., when the strike began. Commuters arriving later found that their stations were locked or - in those stations still operating - that signs had been put up explaining that most of the lines had stopped operating.
Transport for London, the local agency that runs the subway system, predicted that the strike would cause "massive disruptions for millions of Londoners" and urged passengers to seek "alternative routes" - a difficult proposition in a city as large, sprawling and choked with road traffic as London.
The maintenance workers say that if their demands are not met, they will remain off work for three days, and strike again for another three-day stretch next week.
Adding to the general feeling of annoyance, the mayor, Ken Livingstone, said motorists driving into central London during business hours would still have to pay the congestion charge of 8 pounds a day, or more than $16, during the strike.
Is That Finally the Sound of a 2nd Ave. Subway?
By WILLIAM NEUMAN
The neckties are wide and the sideburns long, the pickaxes gleam in the sunlight. The governor thanks the president for providing money. The mayor jokes that "whatever is said about this project in the years to come, certainly no one can say that the city acted rashly or without due deliberation."
The governor swings his pickax, but the pavement is too hard. A jackhammer is brought in to loosen things up. Now the governor and the mayor lay to with gusto.
The Second Avenue subway is born.
Or so it seemed at the time.
The sideburns were long and the neckties wide because it was 1972. The president was Nixon. The governor was Rockefeller. The mayor was Lindsay. And nearly 35 years later, no trains have ever run under Second Avenue.
But the line has had at least three groundbreakings.
On Thursday it will get another one.
The city has told the transit agency that it might reclaim part of the subway system unless it is granted "certain rights."
By Paul Nussbaum
Inquirer Staff Writer
Philadelphia is trying to get more clout with SEPTA by threatening to take its subways and go home.
The city owns the Broad Street subway and half of the Market-Frankford Subway-Elevated line, both of which it leased to SEPTA in 1968 when the transportation agency was created.
The lease was written to expire on Dec. 31, 2005, or when SEPTA made the last of its required rent payments, whichever came later. In 2005, unable to agree on whether the lease was about to expire, the city and SEPTA extended the lease until the end of 2007.
New York Underground
Take This Job and Love It
By ALEX MINDLIN
EVERY few months on Rider Diaries, an online forum for New York transit buffs, someone posts a message with a subject line like “I’VE BEEN CALLED!!!!” That particular exclamation appeared in October 2005; its writer, a skinny 20-year-old named Jason Brown, crowed that the Metropolitan Transportation Authority had “finally reached my number.”
Congratulations poured in. “This is the biggest news of today!” one enthusiast wrote. Another added, “I wish I was in your seat.”
Mr. Brown had just gotten the subway fan’s equivalent of a Broadway callback. A year and a half earlier, he had taken the examination to be a conductor, and now he was being called in for a medical exam and an interview.
Had Mr. Brown scored lower, he might have waited even longer. The current list of conductor candidates, which is based on the 2004 exam, had 21,749 names on it in 2005. If previous lists are any guide, only about a third of those names will have been called by the time the list expires in 2009.
JOE ANASTASIO, a slim, dark-haired Web designer for a Wall Street publishing company, was standing outside Madison Square Garden, dressed in black work boots, a torn blue check shirt and a bomber jacket. It was a brisk Sunday morning in the spring, and among the swirl of tourists clutching maps and hockey fans in Rangers jerseys, he might easily have been mistaken for a Metropolitan Transportation Authority track worker heading to a shift.
That is how Mr. Anastasio likes it. A 33-year-old native of Astoria, Queens, he is an urban explorer, to use a term he and his fellow adventurers accept somewhat wearily, along with urban spelunker, infiltrator, hacker and guerilla urbanist. Urban explorers, a highly disparate, loosely knit group, share an obsession with uncovering the hidden city that lies above and below the familiar one all around them. And especially during the summer, they are out in full force.
Alone and with cohorts, Mr. Anastasio has crawled, climbed and sometimes simply brazenly walked into countless train tunnels, abandoned subway stations, rotting factories, storm drains, towers, decaying hospitals and other shadowy remnants of the city’s infrastructure the authorities would rather he did not enter. Although he records his adventures on his Web site, ltvsquad.com, anonymity
is, for him, a necessary tool.
Some Subways Found Packed Past Capacity
By WILLIAM NEUMAN
They are just lines on a graph, but for many subway riders they will provide unique insight into one of the great aggravations of life underground: why trains on some lines are so often both crowded and late, while on other lines the trains seem to cruise along on schedule with almost no one on board.
In an unusually candid effort at self-examination for a habitually insular agency, New York City Transit yesterday presented what could be called an index of straphanger frustration. It made an analysis of each subway line that shows at a glance how often trains run late, how crowded they are and whether more trains could be added to ease the problems.
What is revealed is both predictable and eye-opening. Many subway lines are simply maxed out, meaning there is no room on the tracks they use to add trains that could carry the swelling numbers of riders. And that has implications that range from day-to-day decisions about how trains travel through the system to long-term planning on how to best move people around a growing city.
"From my point of view, this is scary," said Howard H. Roberts Jr., the president of New York City Transit, who presented the data to members of the Metropolitan Transportation Authority's board. "This is scary in the sense that right now, on a lot of these lines, we're several years and a big capital construction project away from being able to provide what I consider adequate service. We're constrained."
Gotham Gazette - http://www.gothamgazette.com/article/transportation/20070117/16/2078
Lessons From The Number 7 Train Extension
by Bruce Schaller
17 Jan 2007
With the sale of $2 billion in bonds in December, the financing for construction of the West Side extension to the No. 7 subway line is in place, and construction will begin later this year. The project will extend the No. 7 line from Times Square to a new subway station near the Javits Center at Eleventh Avenue and West 34th Street. An intermediate station, at Tenth Avenue and West 41st Street, has been discussed but is not currently funded.
The Number 7 extension was once merely one item on a laundry list of possible transit improvements. Now it has leapt past such long-discussed mega projects as the Second Avenue Subway in the journey from planners' dream to reality. What happened to bring this about? What are the lessons for getting other big transportation projects done?
One key to the No. 7 extension’s fast progress involved the financing. Mayor Michael Bloomberg and Deputy Mayor Dan Doctoroff, champions of the project, recognized early on that the 7 extension would go nowhere if it had to compete for funding with the Second Avenue subway, connection of the Long Island Rail Road to Grand Central Terminal, airport rail access projects, a new tunnel from New Jersey, replacement of the Tappan Zee Bridge and other mega projects. Thus, they developed a novel funding method. The bonds issued last month, and another set of bonds to be issued in several years, will be paid off using payments made to City Hall in lieu of taxes by new residential, retail and office development on the West Side, payments for development rights in the eastern part of Hudson rail yards themselves, and from other taxes collected from the area. Having its own funding source was immensely important to bringing the 7 extension along.
Finally, on the right track
Maybe it's time to redefine exactly what cost-efficiency means in a city such as Los Angeles.
By Christopher Hawthorne
Times Staff Writer
September 27, 2006
September 30, 2006
More Players Are Taking the Train to the Game
By MICHAEL S. SCHMIDT
An hour and a half after the Yankees beat the Tampa Bay Devil Rays on a muggy night this season, three players stood sweating on the underground platform at the 161st Street and River Avenue subway station in the Bronx. They were waiting for the B train.