Transportation in the city of New York is viewed to be quite complex because of the diverse means of traveling, how the means interact in addition to the grand scale of the whole transportation system (Muller, 2004). People living in New York use the systems extensively and in large numbers. On a daily basis, about 7.6 million people use the subways and buses, eight hundred and fifty thousand use the commuters while about two million individuals use the main tunnels and bridges on a daily basis (A Stronger More Resilient New York, Chapter 10, 2017). The transport network is perceived to be quite busy since it is used on a 24/hour basis with people attending various employment shifts and tourists paying a visit to the several attractions present in the city (A Stronger More Resilient New York, 2017). The busiest region in the city is the Manhattan South whereby it serves as the business center. It attracts a large number of commuters from various parts of New York and other regions on a daily basis due to jobs (Chen et.al, 2010). The area receives about 3.6 million tourists on a weekly basis by which public means of transport is perceived to be important for the tourists whereby seventy-five percent of the traveling trips are made using public means of transport. Also, most people who travel to the region prefer crossing tunnels and bridges especially those coming from Brooklyn, New Jersey and Queens (Chen et.al, 2010).
According to the report in Chapter ten of A Stronger More Resilient New York (2017), despite the transportation system in New York being extensively interconnected, it does not exist singly. It is viewed as part of the various networks that support the activities in New York. A good illustration is the dependence of the transportation systems of power for them to operate by which electric power is required to operate the trains and the subways, to control the traffic signals, in addition to lighting up the terminals, stations and the lights in tunnels (A Stronger More Resilient New York, Chapter 10, 2017). Also, various networks depend on the transportation system for them to fully function particularly during times of emergencies where people in need require urgent medical care, food, and other supplies.
Due to the operational requirements and the past developmental patterns, most of the transportation groundwork is situated next to waterfronts and areas which are low-lying and hence making them vulnerable when it comes to changes in weather patterns. A good example is the rail yards by which they need flat and large areas which are mostly found near the shorelines and rivers (A Stronger More Resilient New York, Chapter 10, 2017). The terminals of the ferries should locate at the edge of the water and similar level with the water level. The other modes of transport are situated next to waterfronts as that is where land was available. Other modes of transport are located underground, particularly the tunnels used by the vehicles and trains, by which they are structured to span the water bodies in addition to enabling high speeds and extensive connections for areas which are highly congested (A Stronger More Resilient New York, Chapter 10, 2017).
Therefore, a suitable transport network required in analyzing the traffic in New York is the one that accommodates the various modes of transport systems present in the city especially on the water front and underground. It should be able to look into the number of people using the various systems at particular times such that it becomes easier to control traffic in the city. The networks should be located in Manhattan where transport systems are crucial which receives a large number of travelers and people going to do their jobs on a daily basis. The people use various means to reach Manhattan including the tunnels and bridges and hence every means need to be factored in.
References
A Stronger More Resilient New York. (2017). A Stronger more Resilient New York. Retrieved 16 July 2017, from http://www.nyc.gov/html/sirr/downloads/pdf/final_report/Ch_10_Transportation_FINAL_singles.pdf
Chen, C., Gong, H., Lawson, C., & Bialostozky, E. (2010). Evaluating the feasibility of a passive travel survey collection in a complex urban environment: Lessons learned from the New York City case study. Transportation Research Part A: Policy and Practice, 44(10), 830-840.
Muller, P. O. (2004). Transportation and urban form-stages in the spatial evolution of the American metropolis.
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