6
" The city’s garment industry thrived on cheap immigrant labor and inexpensive transit services. But the combination of rapidly increasing ridership and insufficient funding for the subways created a problem that raised the ire of numerous civic groups in the mid-1920s. A leader of the Metropolitan Housewives’ League pointed out “the inhuman, indecent, and dangerous crowding and jamming of passengers, the unclean trains and platforms, and especially the conditions of the public waiting and toilet rooms which are filthy, unsanitary and disease breeding.” Likewise, the City Club of New York told city officials, “We do not get a civilized ride for a nickel today. We get instead a chance to hang on, like a chimpanzee, to a flying ring suspended from the roof of the car while we are crushed to the point of indecency by our fellow sufferers. "
― , Last Subway: The Long Wait for the Next Train in New York City
8
" While MTA officials were completing the assessment of their needs, they learned that President Carter was not going to be the system’s savior. On November 4, he lost his reelection bid to Ronald Reagan, a California Republican who wanted to slash federal aid to urban areas. Three weeks after the election, the MTA board issued a detailed report proposing a ten-year, $14.4 billion capital program to restore the system to a state of good repair. Most importantly, the board suggested ways to pay for the capital program and new legislation that would streamline the process so that projects could be completed in a more cost-effective and timely manner.44 Ravitch said, “I will not cease for a minute petitioning the government to provide more capital funding. But on the other hand, we should not put our heads in the sand and think that we have fulfilled our responsibilities at the MTA merely by exhorting elected officials to provide funds which, as a practical matter, are simply not available.” That is why Ravitch was prepared for the MTA to take on billions of dollars in new debt to pay for improvements. He suggested increasing the maximum amount of bonds that the MTA’s Triborough Bridge and Tunnel Authority (TBTA) could issue, and allowing its bond proceeds to be used for transit improvements, something it had never done before. He also proposed that the MTA be able, for the first time, to issue bonds that would be paid back from future fares. "
― , Last Subway: The Long Wait for the Next Train in New York City
10
" The MTA had even bigger problems than financing the Second Avenue subway. In 1971, a Wall Street bond specialist said that working together, the Mad Hatter (a wacky Alice in Wonderland character) and Mr. Micawber (an ever-hopeful Charles Dickens character who landed in debtors’ prison) could never have dreamed up anything as strange as the Transit Authority’s finances. Fares, tolls, taxes, and federal funds have never been able to keep up with the MTA’s needs. At times, the state has tried to solve the problem by levying fees and taxes that most people would not notice. For example, only a year after the MTA was formed, the state legislature increased the tax that homebuyers pay when they take out a mortgage, and dedicated the additional revenue to the MTA.72 "
― , Last Subway: The Long Wait for the Next Train in New York City
13
" In 1974, few people questioned the wisdom of continuing work under Second Avenue. Construction was not facing any organized community opposition, in part because most of the work was taking place in East Harlem, which had fewer people, offices, and shops than the rest of the route. Many of the low-income housing projects that lined the avenue in East Harlem were set back from the street, which gave their residents a buffer from the cut-and-cover construction. The neighborhood was facing much more serious issues than subway construction impacts, including a persistently high unemployment rate, an increasing number of abandoned buildings, and a heroin epidemic. "
― , Last Subway: The Long Wait for the Next Train in New York City
17
" After the Second and Third Avenue Els were torn down, East Side property owners had prospered as brownstones, loft buildings, and tenements were replaced by high-rise offices and apartment buildings. The area east of Central Park between 59th and 96th Streets, known as the Upper East Side, became home to fashionable boutiques, luxury restaurants, and expensive furniture houses. With thousands of well-educated young professionals moving there, the neighborhood contained the greatest concentration of single people in the entire country.3 Even though the number of cars registered in the United States grew by 47 percent in the 1950s, New York City’s economy still relied on the subway in the early 1960s. During the 8:00 to 9:00 a.m. rush hour, 72 percent of the people entering the CBD traveled by subway, which could move people far more efficiently than automobiles. Each subway car could carry approximately one hundred people, and a ten-car train could accommodate a thousand. Since trains could operate every two minutes, each track could carry thirty thousand people per hour. By comparison, one lane of a highway could carry only about two thousand cars in an hour.4 Although Manhattan and the region were dependent on the rail transit system, 750,000 cars and trucks were entering the CBD on a typical weekday, three times more than had been the case thirty years earlier. Many New Yorkers expected the city to accommodate the growing number of cars. For example, the Greater New York Safety Council’s transportation division claimed that Americans had a fundamental freedom to drive, and that it was the city’s obligation to accommodate drivers by building more parking spaces in Manhattan. The members argued that without more parking, Manhattan would not be able to continue its role as the region’s CBD because a growing number of suburbanites were so highly conditioned to using their cars.5 In "
― , Last Subway: The Long Wait for the Next Train in New York City
