Ferry Transit Expands... and Faces New Challenges

The river was as crowded as the city itself: garbage scows piled high, swarming with gulls; tankers pumped full of petroleum, kerosene, or linseed oil; anonymous black cargo ships and, in the distance, at once thrilling and terrible, the magnificent steamship of the Holland America Line on the arm of its proud tugboat escort, lofty, remote.” (The Amazing Adventures of Kavalier and Clay, Michael Chabon).

A century ago, this vibrant urban snapshot was a familiar part of crossing the Hudson River. The construction of bridges, tunnels, and “parkways” soon dwarfed the once mighty ferries and Day Liners that scurried across the region’s waterways. For much of the twentieth century, diverse, comprehensive waterborne- transit has been a nostalgic memory rather than a viable alternative for most people. However, in recent years more and more transit options have literally been floated to the surface to better serve commuters. This month alone the Hunter’s Point ferry has enabled Queens and north Brooklyn residents to connect to E. 34th St. and Wall St. and next week’s launch of New York Water Taxi will carry the region closer to an integrated ferry transit network.

Ferry rider Tim Schantz calls his commute “a beautiful aspect of life in the city” and hopes for more connections in the near future. Other riders express similar sentiments. George Haikalis, president of the Institute for Rational Urban Mobility, hopes to see innovative and efficient transportation solutions such as light rail networks that might integrate ferry and subway networks. New Jersey is creating a string of such intermodal nodes with the construction of the Hudson-Bergen Light Rail Transit Line, though in New York, the waterfront is about as far from public transit as you can go.

While it is certainly an exciting time for ferry riders and transportation enthusiasts alike, the New York/ New Jersey ferry network faces important issues and complex decisions in the next several years.

“Ferries are inexpensive, less polluting, reliable and relaxing,” notes Tom Cocola, spokesperson for NYC DOT. While this is true in some cases, there is growing concern about the emissions of ferryboats. Unlike cars and buses, ferryboats’ marine diesel engines are exempt from Federal Air Pollution laws; standards will not even go into effect until 2007.

Teri Shore from the Bluewater Network explains that under this exemption “ferries may cause between four to ten times more pollution per passenger mile than cars or diesel buses!” In response to this situation, the newly instituted Water Transit Authority in San Francisco has advocated for emission control standards that are three times cleaner than the 2007 standards. Passengers in the most congested city in the United States should not have to wait until 2007 for improved emission controls, and MWA is encouraging operators and government agencies to adopt similar emission standards as our West Coast neighbors.

At the same time, environmental advocates should acknowledge that the geography of New York dictates that the majority of ferry crossings are relatively short compared to the longer trips in the San Francisco Bay Area. The exact effects of ferry, air, and water pollution in the NY/NJ region should be analyzed and used to create environmentally conscious policy that also encourages the use of the waterfront for commercial, recreational, and transportation uses.

Ferryboat passengers, sailors, swimmers, and commercial traffic have been affected by the increased traffic on the waterfront. Increased wakes are potentially dangerous and disturb the natural environment and other waterfront activities. Michael Bruno, director of the Stevens Institute of Technology, sees this problem as part of the “growing pains” the harbor has encountered from increased activity. Working closely with the State of New Jersey, New York Waterway, and marinas on both sides of the Hudson to develop design improvements that would reduce ferry wakes, his group plans to publish their initial findings in about two weeks.

Another important issue is accessibility for all passengers. The Americans with Disabilities Act of 1991 provides civil rights protection to people with disabilities and guarantees equal access to, among other services, public transportation. Despite this insurance, neither all ferry landings nor all boats are ADA accessible. Frustrated by this situation, Councilwoman Margarita Lopez led a group of disabled and senior citizen protesters in an unsuccessful attempt to board a NY Waterway ferry. After the ferry left without them, she exclaimed, “We do not enter this arena to fight against ferry and water taxi operators, but to work with them.”

NY Waterway spokesperson Pat Smith explained that the organization has chartered 12-13 side-loading boats since September 11, 2001 that are not as accessible. According to Smith, the majority of NY Waterway’s expanding fleet are accessible bow-loading ferries.

Making all waterborne transportation and waterfront infrastructure 100 percent ADA accessible is a critical step for the realization of a comprehensive ferry network. Tom Fox, president of NY Water Taxi, an operator that operates ADA accessible boats, explained that while he is “personally committed to make his boats as comfortable as possible for all New Yorkers,” there will inevitably be times when the boats will not be comfortable due to increased ferry wakes.

The biggest barrier to the emergence of a comprehensive ferry transit system is also the simplest: money. In Hong Kong, one of the world’s most expensive cities, a cross harbor ferry costs as little as U.S. $0.50, while a one-way ticket from Jersey City to Battery Park City costs $3. While a trip aboard a ferry might be relaxing and quick, not everyone is able to afford the cost of the commute. Moreover, the free market ferry transit system discourages private operators from expanding service into some of the regions that would most benefit. Communities from Elizabeth, New Jersey to Hunts Point in the South Bronx are all linked to the waterfront, but lack water transit linkages.

To ensure that all communities have access to their waterfront, it is important to consider the benefits a transportation subsidy might provide the ferry network. Considering that today’s ferry transit system with its multiple operators is similar to the old BMT, IRT, and IND subway system, it should not be unrealistic to imagine boarding a ferry by swiping a MetroCard.

As the region’s ferry network grows, it is critical to encourage a diverse number of uses for the waterfront: commerce, recreation, and habitat. Through careful planning, forward looking policy, and cooperation between groups, we can ensure that the waterfront remains vibrant, accessible, and commercially successful for the years ahead. MWA believes that ferry transportation is a viable alternative to our congested roadways. We will continue to encourage use and expansion of the ferry network while advocating for stronger emission controls, reduced ferry wakes, and better access for all ferry riders.