Following a decline in the recession period of the beginning of the 1990s, public transportation use in the United States increased rapidly from 1996 to 2009. Unlinked traveler trips grew by 22 percent, increasing whole ridership to the highest level in 50 years. The New York City region contributed to half of the whole national growth. Transit use rose double as fast in New York as in the other states of the country. The reasons for transit rise include the economic boom in the late 1990s, fixed transit fares, increasing gasoline prices, improved service quality, and developments in rail transit systems.
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According to Cervero (1999), Negative observers analyzed the decline in transit ridership at the beginning of the 1990s as the beginning of a new long-term turn down of public transit use in the United States. For example, Newman and Ken worthy explained the passenger’s losses of 1988 to 1994 as “a devastating and lasting blow to mass transit.” They focused on alarming losses in the 10 major cities of America and especially New York.
Fortunately, the predictions of continued decline have not come true. On the contrary, passenger levels rose drastically throughout the United States during the second half of the 1990s. From 1996 to 2009, public transit use in the nation wholly was at its highest level since 1957, about 60 years ago.
Moreover, public transit in the New York City Metropolitan area underwent a remarkable increase in ridership, contributing to about half of the country’s total passenger increase.
This essay focuses on the reasons for the rise of public transit throughout the 1990s, then; the essay observe in detail the especially important situation in the New York and New Jersey urban region, which has been most successful at increasing public transit use.
Reasons for Public Transport rise in New York
The reason for the rise in public transit use from the1990s to 2000 was partly suitable to the economic boom in the larger New York Metro area during the end of the 1990s. Speedy work growth and rising wealth encouraged more travel of all kinds. The rise in travel demand completely profited public transport, other than it as well aided to the rise of passenger levels by forcing travelers off the progressively more crowded streets and public roads and onto subways and train stations.
According to the American Public Transportation Association (2001), the number two reason for public transport’s rise has been a sudden development in fare policy. New York City Transport presents the most remarkable and impressive case of how vital fare strategy is. In the1990s, New York City Transport introduced the Metro Card, which for the first time offered transporters in New York with a mass reduction of10 trips for the cost of 9 and evenly important, at no cost transfer involving fare policies has as well been vital in the rise of public transport in these areas.
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Through charges held stable for about 10 to 12 years, the actual cost of using public transport has dropped up to 24 to 25 percent in constant, price rises adjusted dollars. Simultaneously, highway fees for routes linking New York and New Jersey increased, vehicle parking costs in New York City increased rapidly, and fuel prices (Newman & Ken worthy, 1999).
As a result, public transport has to turn out to be inexpensive compared to auto traveling in the urban city. As vital as fare strategy has been, the city’s public transport scheme stresses the progress in service quality as the main basis for the rise in passenger volume. At New York City Transport, for instance, After the Metro Card, service development then followed.
Research by Steinhauer (2001) explains that between 1990 and 2000, the number of seat kilometers of capacity added by 7 percent for subways and by 20 percent for public service vehicles, taking service points to their highest level since 1962. Similarly, New Jersey transport has progressively added new trains and public service buses to their program, introducing more improved services and growing service frequency. Furthermore, New Jersey Transit has been introducing new links connecting rail lines that facilitate quicker and more suitable entrance to Manhattan with no need of transferring.
Despite these service improvements, overcrowding has turned out to be a serious problem on public transport within the region.
Vehicles packed with people standing to have to turn out to be regular on the suburban rail, even on weekends and public holidays.
Transportation groups like Straphangers have vociferously called for a much larger expansion of services. While service increases have not corresponded to passenger growth, a number of the most recent passenger travels have been accommodated on lines with unused capacity.
Hence, it seems like public transit might be going into a new descending portion of its cyclical ridership curve, owing to reasons above the control of the transit business. It is imperative to be aware, however, that the cyclical ups and downs have been usual for transit and should be seen in a future perspective.
American Public Transportation Association. (2001). Public Transportation Fact Book (2nd ed.). New York: Marcus J.
Cervero, R. (1999). The Transit Metropolis, Trench Town. Washington, D.C: Island press.
Newman, P., & Ken Worthy. (1999). Sustainability and Cities.Regal, Washington, D.C: John Dove Foundation.
Steinhauer, J. (2001). To Ask City Agencies for Broad Cuts. New York Times, p. D-1.