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31.08.2015
NEW YORK (Reuters) - New York City transit officials have begun testing new technology that aims to guard against a rare but terrifying prospect for subway riders - tumbling into the path of an oncoming train. The four systems being tested are all designed to detect a person on the tracks and alert approaching train conductors to hit the brakes, Ortiz said. The different systems employ a variety of technologies ranging from thermal-imaging cameras and cameras equipped with "intelligent video" software to webs ofA laserA beams or radio frequencies. For the city's 5.3 million weekday subway riders - many of whom brave shoulder-to-shoulder crowds on packed platforms during rush hours - the fear of falling or being pushed into the path of an oncoming train is ever present. Brooklyn commuter Jesse James, 20, said he was riding in the front car, next to the subway conductor's booth last year when he saw a passenger fall onto the tracks at a 34th Street station. If any of the four systems are approved for use, the installation would be paid for out of the MTA's capital budget, as opposed to a fare hike, Ortiz said. A complicated journey: Super Bowl XLVIII will take place at MetLife Stadium in East Rutherford, New Jersey - seven and a half miles from Manhattan. The views expressed in the contents above are those of our users and do not necessarily reflect the views of MailOnline.
But for the city’s disabled, the options for getting around appear static for the foreseeable future. The stations were chosen as part of the Key Station Plan, which New York City Transit put in place in 1994 to prioritize conversions in the nearly-century-old system.
After selecting candidates, the Compliance team reviewed them to see whether installation of elevators was possible. NYCT is working to ensure its customers with disabilities can use the rail system, but it faces perception issues.
Many of us take public transportation for granted, so imagine you were to wake up tomorrow disabled. This entry was posted in Bonus posts and tagged Access-a-Ride, Americans with Disabilities Act, Arthur Krieck, handicapped accessibility, Jason DaSilva, Key Stations, MTA, New York City subways, New York City Transit, Office of ADA Compliance, Staten Island Railway, The Weekender, Vignelli map. So if a transit agency uses 20 percent of its budget in the renovation of a station, and the station still isn’t ADA-compliant, it is under this circumstance that a station can be completely renovated yet not be made ADA compliant.


Generally a complete station rebuild requires full ADA compliance, due to the high cost of such renovations raising the value of 20 percent of the full cost to the point where full accessibility cannot be legally avoided. It is my understanding that a large number of elevated stations in the outer boroughs of NYC have been completely rebuilt using federal funds, yet have not been made fully ADA compliant.
Age isn’t so much an issue for bringing the subway into compliance, as much as it is whether a station is underground or on an elevated structure.
Seems like a pathetic copout on the part of the MTA to avoid provision of access at a major transfer point on the US’s busiest subway line, as well as other stations with curved platforms. The issue of distance between individual stations at the Broadway Junction complex has no bearing on whether they should be made compliant, so I have no idea how they got to use that as a reason to leave it off the key station list. 3rd, of the access problems you cite at stations south of Houston Street, note that in a couple months, the 6 stations that comprise the soon-to-open Fulton Center complex will be fully accessible.
Although it will leave the system far from perfect, the ability to have fully accessible transfers between 11 different lines appears to be a game changer for system accessibility, especially given the present dearth of accessible stations in Lower Manhattan.
Meanwhile, NYC is still trying to evade the law, and the MTA had to be sued to put access in at Dyckman St. The main idea of the ADA requirements was that stations would become accessible incrementally as they were rebuilt, eventually leading to 100% accessibility.
Interesting blog (thanks) but there are two areas where I have not been able to find anything.
Generally, wheelchair users use the AutoGate MetroCard to get through the doors in accessible stations. But really, it's seven and a half miles away from Manhattan at MetLife Stadium in East Rutherford, New Jersey - across the Hudson River and reachable only by those who can navigate a confusing rat's nest of highways and train lines.A To help the 400,000 tourists expected to descend on New York and New Jersey in just two months, New York's Metropolitan Transit Authority and New Jersey Transit have teamed up to produce a special Super Bowl transit map. Curiously, the map bears a striking resemblance to a 1972 subway diagram that Vegnelli was pushing to be adopted instead of the MTA's ubiquitous current map. It is an impressive and confusing list of transportation options - most of which accept their own unique tickets and passes for riders. More than 38,000 (and rapidly growing) annual members and an untold number of visitors now find swaths of lower Manhattan and northern Brooklyn within much closer reach.


Of the nearly 500 stations in the New York City subway and the Staten Island Railway, only 99 can be used by wheelchairs, with 19 more conversions planned through the end of 2020. According to Sam Forde, an analyst in the NYCT Office of ADA Compliance, NYCT graded every station on five categories: ridership level, transfer between lines, transfer between different modes of travel, proximity to major activity centers, and whether it was at the end of a line. They deemed infeasible several high-volume stations, including the Lexington Avenue Line at Union Square and Broadway Junction. But money is scarce: NYCT had to cancel a training program for disabled users due to personnel issues, said Forde.
For that reason, I edited the Vignelli MTA map to show current accessibility and planned conversions. Wheelchairs can get in through the emergency doors, which can be opened remotely by station staff. The stations themselves are fairly well marked (at the very least, one sign every two columns) and should be visible from the cars.
AutoGate units are available in many accessible subway stations in Manhattan, Queens, Brooklyn, and the Bronx. A typical Super Bowl fan will have to catch a train at Penn Station in Manhattan and transfer to the Meadowlands Line at Secaucus Junction in New Jersey. Many lines also have in-car displays with text, although several (B, C, D, G, 3 come to mind) do not.
However, between New York and New Jersey, there are no fewer than eight different kinds of relevant rail lines operated by four different entities.The Port Authority operates the PATH Train which runs between Hoboken and Jersey City and Manhattan.
But buses don’t always serve convenient routes, and many find the personal service unacceptable. NJ Transit has introduced a 'Super Pass' that will be valid from the Monday before the Super Bowl until the Monday that will give riders unlimited access to all NJ Transit buses, trains and light rail for $50 - in an attempt to stem some of the confusion.




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