Browsing Tag: island

    Articles

    MEIER Live Parties: Ride the Roosevelt Island Tramway With Zach & Josh

    September 12, 2019


    (lively music) – Hi there. Josh Dess and Zach Ogilvie
    here from MEIER Real Estate. We’re continuing our weekly video content here with you at the
    Roosevelt Island Tramway. Let’s take a ride. – Hi, Raphael Polonia here
    with MEIER Real Estate, here visiting Roosevelt Island today on a beautiful New York
    City cool day, breezy day, enjoying, actually, for the
    first time as a New Yorker, a ride on the Roosevelt Island Tram. The tram consists of two carts. It can occupy 125 passengers each. It also comes across the
    East River 115 times a day. It’s actually operated by the MTA. You can use your MTA
    pass to reach the island. It’s a great experience
    to catch the views, some of the scenery of the
    eastern part of Manhattan and, of course, Roosevelt Island. You guys should definitely
    come and experience. – All right, so that concludes our trip
    here to Roosevelt Island. Catch us next week on MEIER Live Party.

    Visit Okinawa Japan – Travel through Naha city by monorail
    Articles, Blog

    Visit Okinawa Japan – Travel through Naha city by monorail

    September 11, 2019


    皆さま、はいたーい! ミス沖縄2018スカイブルーの山城美希とコバルトブルーの宮平かなです! 本日は沖縄都市モノレールを使用して、那覇市の観光スポットをご紹介致します。 沖縄都市モノレールは那覇空港駅を始点とし、首里駅を終点とする沖縄を支える公共交通機関です。 切符の購入の仕方は非常に簡単です。 お金を入れて行先を選択するだけ もちろん多言語対応もしております 一日乗車券なども便利な乗り放題切符のほか 沖縄観光PR大使のマハエとマハローの乗った便利でかわいらしいICカードもございますよ! 切符を購入した後は、バーコードをリーダーに読ませるだけで駅構内に入ることができます。 切符は駅を降りる際も使用致しますのでなくさないようにしましょう。 それでは早速参りましょう! まず 最初 の 行先 は? 沖縄といったらまずここ!国際通りへと参りましょう! 国際通りの最寄り駅である牧志駅は、那覇空港から約16分 やちむん通りや第一牧志公設市場には、牧志駅で降りることをおすすめ致します。 2階の食堂では、1階で購入した食材をその場で調理し頂くこともできますよ。 散策途中におしゃれなカフェで、一息休憩することもおすすめです。 次どこいく? 沖縄の歴史を学びに首里城へと参りましょう! 首里城の最寄り駅である首里駅は、先ほどの国際通りのある牧志駅から約11分の位置にあります。 首里城は沖縄の歴史や文化を象徴した城で 1992年に国営公園として復元されました。 2000年には世界遺産にも登録されています。 書院の隣にある「鎖之間」では、琉球王朝時代の伝統菓子やお茶を味わうことができますよ。 首里城には那覇市の街並みを眺めることができるスポットもございますよ! 皆さま
    沖縄都市モノレールを使った那覇の観光スポット巡りはいかがでしたでしょうか。 沖縄都市モノレールを利用すれば、効率良く那覇市の観光スポットを巡ることができます。 このビデオが皆様のお役に立つことを願っています! それでは!またやーたい!

    Why Abandoned Railroads Still Matter 🛤
    Articles, Blog

    Why Abandoned Railroads Still Matter 🛤

    August 14, 2019


    Hey everybody thanks for tuning in! Today I want to zoom out a little bit so to speak and talk about the much larger and broader idea that led me to propose a hydrogen-powered streetcar in Long Beach. Ever since I was a toddler, every time my family would drive by some abandoned railroad tracks, I would crane my neck and try and get a good look. Where did the train used to go? Why did it fall into disuse? Would it benefit the public if it was brought back to life? Once I was old enough to go exploring on my own, I would follow overgrown railroad tracks for hours trying to imagine where they used to go and how long ago they stopped being used. This fascination, this obsession with lost railroads has stuck with me to this day, but new reasons for it have developed as I’ve learned more about the history of passenger rail in the United States and as of late becoming increasingly excited about the possibilities that exist for such rail in the future cities like Long Beach. Long Beach like most other Southern Californian cities, was built around passenger rail lines financed and built by real estate tycoons such as Henry Huntington. But… Voiceover: For the tremendous development and progress of this amazing area coupled with its usually pleasant climate is but a never-ending stream of population pouring into Los Angeles and the surrounding communities, mass production of modern houses with liberal financing arrangements enabled many thousands of young Americans to own their own homes for the first time! Near the lake there now arose a city, built by subdividers who had planned it, planned it as no other American city had been planned since L’Enfant laid out the District of Columbia 170 years ago. Me: We lost those very arteries connecting different neighborhoods with one other in the years of the postwar building boom, the time when middle-class GIs returning home from the war purchased cars and homes in the suburbs of our cities, creating urban sprawl while an excessive reliance on the private automobile began to characterize urban and suburban life throughout the country. Voiceover: Congress responded with the federal aid Highway Act of 1956 providing the staggering sum of $51,000,000,000 to be spent by the states on highway construction by 1971. The most talked-about phase of the act is the interstate highway system, a 41,000 mile network of our most important roads. Most of these roads will be four, six even eight-lane expressways constructed for through traffic. They will take the over-the-road driver from city to city, coast-to-coast at highways speeds, even through large population centers. Me: Both politicians and the public came to yield the automobile as a silver bullet for the transportation needs of Americans, leading to alternative forms of transit being underfunded and largely neglected in infrastructure spending all throughout the 1960s, 70s and through to the present-day. Even now federal transit funding for government owned passenger railroad Amtrak is outweighed by federal highway spending more than 50 to 1. Part of this is a consequence of the freeway system’s massive expansion in the postwar years to a road network of over 4 million miles, all of which must now be constantly repaired and maintained. While roads are generally less expensive to build than railroads, they cost far more to maintain per mile than railroad tracks, and with the exception of a small fraction of highways that require a toll be paid in order to use the road, generate no revenue. Railroads on the other hand, while often at least partially subsidized with tax dollars, those subsidies are actually generally offset by ticket sale revenue, ultimately saving the taxpayer money over highways. Build trains spend more now, pay less later. Build roads and save money now, pay MORE money later, it’s that simple. With the decline of the private railroad industry in the 1970’s cumulating with the bankruptcy of the Penn Central Railroad and numerous other privately owned railroad throughout the country, many lines that had been required to provide passenger service by law were abandoned when their respective railroads went bankrupt due to a combination of poor management, excessive tax burdes and the rise of the automobile. And these abandoned, mostly disused or otherwise maligned relics of pre WWII America are everywhere. Depending on how long ago a line was abandoned, and the subsequent decisions made once under public ownership, abandoned lines like this can be more or less visible. The tracks may be present, rusting away in neglect, or they may have been removed entirely leaving only an intact strip of undeveloped or partially developed land. Many of the landscaped medians often found in the roads of Long Beach and throughout Southern California, little useless parks that look nice but nobody walks their dog in due to their strange sizes and locations, were actually once rail lines. This is true for the medians of 2nd Street in both Belmont Shore and Naples Island. Some were simply paved over in their entirety and turned into roads for cars, such as the lower eastbound lanes of Livingston Avenue. Whether or not the tracks remain following abandonment generally depends on how wealthy an area is. Poorer areas tend to retain the rails themselves, while richer neighborhoods often remove them and landscape the old routes, but they remain at least for now so quite clear to see with the benefit of some historical knowledge and a bird’s-eye view. So, you might be wondering what that bigger picture is that I brought up in the beginning of this video, while others might have already guessed what I’m getting at here. Those old lines? We should use them for transit! Right? Despite the total loss of the actual railroad infrastructure in some cases, these strips of disused right-of-way which litter the American cityscape are usually at least partly publicly-owned, and therefore would be a bargain to bring back to life saving the taxpayers hundreds of millions or even billions of dollars over the cost of building a line between the exact same two points only a few hundred feet away from the existing line. There is no more prohibitive cost in developing a new transit line than real estate. And we can actually do something with this knowledge and develop these as light rail transit lines NOW, before the rights-of-way are sold off and subdivided saving ourselves billions over the costs of developing similar lines a few decades down the road. Does anybody really think people are going to stop moving to sunny, nearly winterless Southern California anytime soon? I didn’t think so. I know I’m not going anywhere. So we have to be ready to welcome our new neighbors from the cold northern states of the U.S. and throughout the world, and we’re not gonna be able to do that without developing an expansive world-class light rail transit network, otherwise nobody not even those of us who want to will be able to practically own and drive a vehicle around here once the population density reaches its inevitable breaking point. So, building a reliable fast and comfortable light rail alternative to total automobile dependence is going to be an inevitability as population density soars throughout Los Angeles, Long Beach, Orange County and all throughout Southern California, but it is only going to be cheap if we do it now, before things get out of hand. We can avoid the problems now being confronted in densely settled areas like West Hollywood, where residents are only now finally going to get a subway extension paid for with several billion dollars in funding from Measure M. Unlike West Hollywood, though, we here in Long Beach and the surrounding communities actually still have a few intact light rail corridors that have not yet been divided piecemeal for housing. If we were to turn only a few of these into regional light rail lines, our transit map could quite swiftly go from looking like this, to looking like this, then this, then perhaps this and beyond. A lot more if you might consider using mass transit than do now if it could get you right to your destination is a similar amount of time as driving, would you not? What if could get you there in less time? Some of you might now be thinking “what’s wrong with our bus system?” and the answer to that question? Nothing! There’s nothing wrong with the public buses operated by Metro, Long Beach Transit, Torrance Transit, OCTA and other municipal agencies in the area. In fact, they’re great! Our local bus systems are clean, safe, super affordable and on-time more often than not, although not quite as often as Metro rail, but they cannot be the entire picture of mass transit in Southern California or even in Long Beach simply because they take so, so much longer than driving. Time is money, man. Buses work best for short hops to destinations that are a bit further than you would want to walk or bike from a train station, but the further you travel on a bus the more one will find that the overall speed of the journey becomes hampered by the compounding factors of frequent stopping picking up and waiting for passengers to pay the fare, and the fundamental vulnerability of buses to be delayed by the same traffic congestion as suffered by private motorists, only exacerbated by the enormous size and lack of maneuverability of a bus. As a result, and you can check this on your phone yourself if you think I’m exaggerating, interurban bus journeys during peak hours often take more than three times as long as driving between the same two locations in a car. But the best approach to these fundamental shortcomings of bus transit is to use buses properly within a larger framework public transportation infrastructure. Buses on shared city streets simply don’t work well for interurban journeys and buses work better when they’re used only for that last stretch of travel from the train station to your destination. Public transit works the best when these networks are developed with a strong efficient and fast arterial foundation of a solid rail network is complemented with reliable bus service from the train station to anywhere the train can’t go due to either a lack of demand and density in the service area, or simply geographic obstacles that have not yet been overcome. That’s all for now! Thanks again for tuning in and please do like and subscribe to my channel for more videos like this one! Do you hate driving on the 405 as much as I do? Join me next time as we explore the possibility of developing direct rail service for a massive bargain between downtown Long Beach and Lomita, Torrance and perhaps even Los Angeles International Airport by using the existing disused rail line already bought and paid for by the county.