New York City Subway

The Ny city Subway is a speedy transit system owned through the City of New York and leased to the Ny city Transit Authority, a subsidiary agency on the Metropolitan Transportation Authority. It is one of the largest public transportation systems on the planet by number of channels, with 468 stations functioning (421, if stations linked by transfers are counted as single stations). The Ny city Subway is also on the list of world's oldest public transit devices. Overall, the system has 232 miles (373 km) of routes, translating into 656 mile after mile (1, 056 km) of revenue track; and a total of 842 miles (1, 355 km) including non-revenue trackage. In 2013, the actual subway delivered over 1. 71 billion rides, averaging approximately 5. 5 million rides on weekdays, in relation to 3. 2 million flights on Saturdays, and in relation to 2. 6 million flights on Sundays. Ridership has been consistently increasing over the last several years, especially as a result of rising gas prices plus the subway's energy efficiency.

By annual ridership, the New York City Subway is the busiest rapid transit rail system in the states and in the Americas, plus the seventh busiest rapid transit rail system on the planet; the metro (subway) devices in Seoul, Beijing, Shanghai, Moscow, Tokyo, and Guangzhou record a better annual ridership. It offers rail service a day per day and every day of the year.

Stations are located throughout the boroughs of Manhattan, Brooklyn, Queens plus the Bronx. While Staten Island is equipped with a rail line, the actual Staten Island Railway, it's not necessarily officially considered part on the subway, and does n't have any direct rail link while using the subway system, so any passengers wishing to visit another borough must create a ferry or bus.

All services pass through Manhattan except for the actual G, Franklin Avenue Shuttle and Rockaway Park Shuttle. Large portions of the actual subway outside Manhattan are generally elevated, on embankments, or perhaps in open cuts, and some stretches of track run at walk out. In total, 40% is at or above ground.

Several lines and stations include both express and local services. These lines have three to four tracks. Normally, the outer two are employed for local trains, while the inner a couple of are used for convey trains. Stations served by express trains are typically major transfer points or perhaps destinations.

nyc subway map

Cincinati Subway system

Most major cities have subway systems--New York, LA, Chicago, Washington. In the early years of the twentieth century, when the river trade was flourishing and it ranked in the top ten largest cities in the nation, Cincinnati decided to build one for itself. The major impetus was the draining of the Miami and Erie Canal, along which the subway would be built.


The idea really originated in 1884, when the Cincinnati Graphic printed an illustration showing trains chugging along underground, in an old canal bed covered with a new street. After their remarkably brief golden era, canals quickly became even more of a nuisance than they had been when they were bringing in trade. Many were partially drained; whatever water there was ended up breeding mosquitoes and disease. The muddy canal bottoms were used as refuse dumps. Since the Miami & Erie cut right through the heart of the city, it was a particular eyesore in Cincinnati.


The plan was made in 1912 to built a sixteen-mile rapid transit rail system in a loop around the city, with a branch going underground and heading downtown. It surfaced at Brighton and Saint Bernard and ran aboveground along the Ohio River.
The projected route of the rail system was as follows:
The original plans for the transit loop began at 4th and Walnut Street near Fountain Square. Now, the old subway system was going to run north along Walnut Street to the canal, and then when it hit the canal, it was going to follow under Central Parkway up through the Mohawk and Brighton areas to Ludlow Avenue. The subway was constructed only to a point just north of the Western Hills Viaduct, with a short tunnel under Hopple Street that was never completed. The line would have then run above ground in the canal along a section which is now Interstate 75, to Saint Bernard. The loop would then tunnel under the business cards section of Saint Bernard and eastward in the open on private rights-of-way to a short tunnel under Montgomery Road in Norwood. It then would have run along a high retaining wall to another subway tunnel under Harris Avenue. Then it goes above ground again through the Norwood Waterworks Park, southward along Beech Street by the United States Playing Card Company to Duck Creek Road. The rest of the loop was never constructed but it would have run along a stretch of Interstate 71 to Madison Road. A tunnel would run under the Owl's Nest Park, through the hills to Columbia Parkway and along the Parkway on an elevated railway into the downtown area back to Fountain Square. (Taken from the City of Cincinnati Government Website)
The cost, originally estimated at $12 million, was cut to $6 million and then voted on in 1916. More than 80% of Cincinnatians voted for the new railway, but work wasn't begun until after World War One--January 28, 1920. Ground was first broken on Walnut Street.


Despite several delays, the two-mile underground portion of the subway was completed by 1923. Inflation had destroyed the projected budget and caused the rail loop to be reduced in size.


In 1926 Mayor Murray Seasongood took control of the transit project from the county and gave it to the city, then estimated another $10 million needed to be spent to see it through to completion. Central Parkway, which was built atop the underground tunnels, opened in 1928, and that seemed to be all the transit Cincinnati residents wanted at the time, especially with such a steep pricetag for finishing the project.


Of course in 1929 any consideration of paying the millions evaporated when the stock market crashed and the country plunged into the dark depths of the Great Depression. Proposals came and went in the 30s, but none were implemented. One idea was to run trolleys through the tunnels, but the trolley cars were too long for the subway's bends. Another proposal, made by City Manager C.O. Sherrill in 1939, was to use them for automobile traffic, but the cost of the plan was too high.


A 1948 study finally mothballed the Cincinnati Subway for good, though efforts to do something with the tunnels have been constantly ongoing for more than half a century. Ideas have included a bomb shelter, a shopping and nightlife district, a massive wine cellar, and more rapid transit. The latest proposal is for another subway.
Interesting trivia: according to the Internet Movie Database, the third Batman movie, Batman Forever, scouted the old subway tunnels as a shooting location at the time when Tim Burton and Michael Keaton were still attached. (Did you know Marlon Wayans was cast, fitted for the suit, and paid in full to play Robin in the Tim Burton version? That's a union contract for you, paid in full even when the company fires you arbitrarily.) Presumably it would have played the part of the Riddler's lair. The exterior of the Gotham City Hippodrome, where Robin's family is killed in an acrobatics accident, is based on Cincinnati's historic Union Station.


The subway project was scrapped without a single train ever having run. The debt incurred by the project wasn't fully paid until 1966, at a cost of $13 million--in addition to the lives of several workers. According to someone who e-mailed me, the subway is said to be haunted by the ghosts of the dead workmen. The only thing remotely resembling the paranormal which occurred while we were travelling through the subway happened when we were about a mile in; in the middle of a sentence we both heard a "shhh" sound, like someone shushing us. Creepy, but then again we heard lots of noises coming from traffic overhead.
Over the years Cincinnati grew in different ways, but not nearly as quickly as the subway's conceivers had hoped. Today it's only the third-largest city in the state. I-75 was built, destroying a large segment of the underground passage. But one of the Queen City's best-kept secrets is the fact that sections of the original subway still remain--including all four of the stations put in during initial construction.


In late March 2000 Rookie and I parked on Hopple Street in Cincinnati and walked down beside I-75, where the subway segments are. First we explored a smaller one, which ended rather abruptly under the Hopple Street/Martin Luther King Drive intersection. Getting into this was the hardest infiltrating either of us had done. Cincinnati Public Works apparently doesn't like people in their abandoned subways, because they had welded metal grates and bars across the only entrance. We managed to bend a grate up and squeeze through, and wouldn't have made it with another inch on our waists. (I've since been informed that this way in is now gone; they put a door up without a gap at the top, probably because of all the irritation from having people sneak inside so easily.)


Next we found the major subway. The entrance to this one had a big metal covering on it, but there was a significant gap at the top which was easy to climb through.


Entrance, from inside
Two tunnels run side-by-side at this point, separated by a wall with regular openings. Wooden tracks, bolted down, run the whole way (with a few gaps); they raise on one side corresponding to curves in the tunnel, so the trains could bank.


Inside the subway
The east tunnel is empty except for some major flooding halfway through, while the west tunnel is occupied by a huge water main. I guess the city didn't want to entirely waste the space. There are also some newer chrome pipes running along the top of the left tunnel.


The subway contains at least three platforms, built along with the tunnel. Click beloThe subway contains at least three platforms, built along with the tunnel. Click below to explore the different stations.


Station One


Station Two


Station Three
Great stuff. Many Cincinnatians I've spoken to have heard about the subway as a historical anecdote, but not many are aware that it's largely intact, right beneath their feet.


A map of the proposed subway line from 1925.
w to explore the different stations.

The Orphan Rochester Subway

Article by Otto M. Vondrak.

A Short History
Positioned along the shores of Lake Ontario, Rochester is located between Buffalo and Syracuse, on the former New York Central (now CSX) "Water Level Route." Today, Rochester is home to several high-technology corporations, among them Eastman Kodak, Bausch & Lomb, and Xerox. Before 1900, much of Rochester's economy was agrarian in nature. Formerly known as the "Flour City" due to the amount of mills that were located along the shores of the Genesee River, the "Flower City" blossomed into a sizable upstate industrial producer. The Erie Canal, responsible for much of upstate New York's economic growth, was considered an obsolete eyesore by the turn of the century. The state legislature allocated money for relocation of the canal, and the last boat traveled through the city locks in 1919. The city of Rochester then purchased the right of way for construction of a trolley subway that would greatly reduce the amount of surface traffic in the city. Eight years after the last canal boat was piloted through the city, the Rochester Industrial & Rapid Transit Railway was opened to the public in December 1927. Known to most simply as the "Subway," it was built to serve as an interchange for the five railroads that entered the city. It was also a link to interurban lines serving the east and west. The line was operated by New York State Railways, a subsidiary of the New York Central, which made the other area railroads (LV, Erie, PRR, BR&P) very unhappy. New York State Railways was set up by the NYC in 1909 to acquire upstate interurban and trolley lines, in effect, to control the competition.

The subway was built to remove interurban traffic from the streets of Rochester. The Rochester & Eastern, which ran to Canandaigua and Geneva, entered the subway at Rowlands, and terminated at City Hall station. The Rochester & Syracuse connected with the subway near Winton Road and the connection with the NYC Auburn Branch. The R&S also terminated at City Hall station, and turned its cars at the nearby Oak Street loop. The Rochester, Lockport & Buffalo entered the subway from the west at Lyell Avenue, terminating at City Hall, and looping at Court Street. Only the Rochester & Sodus Bay had no physical connection to the new subway. Subway operation began in 1928, and the last Rochester interurban ceased operation in 1931. This left the subway and the surface lines as the remaining trolley operations in the city.

Running from the General Motors Rochester Products plant, through the city, and southeast to Rowlands, the Subway was not more than ten miles long. From its opening date, the Subway was never utilized to its full potential. The exception was the World War II era when the Subway ran four-car commuter trains at the height of rush hour. There was frustrated with the amount of return they were receiving on their Subway investment. The traveling public loved the subway, but wished it was extended farther out to the suburbs. Politically, this was an impossibility: the subway was owned by the city. How could extensions that would benefit the suburbs be justified? In the postwar era, the downtown subway stations became a home for transients and other undesirables. Deferred maintenance took its toll. The last streetcar ran in Rochester in 1941, leaving the subway as the sole trolley operation.

Red and cream cars (matching the city bus fleet) rushing through a weed-choked right of way was the rule by 1951. The New York State Thruway was under construction at this time, roughly following the route of the NYC mainline. For whatever reason, it mostly bypassed Rochester, with its only connection being with NY Route 15 ten miles to the south. The eastern end of the subway from Meigs Street was eyed as a potential route for a feeder highway designed to meet the Thruway in Victor, NY Public outcry for subway service improvements and extensions continued to fall on deaf ears. The Republican-controlled city council voted in secret to discontinue subway passenger service after 1955, and construct the Eastern Expressway in its place. The last passenger run on the Subway was Saturday, June 30, 1956. While there were no special ceremonies held to mark the end of passenger service, many took the opportunity to take a last (or in many cases, a first) ride on the trolley.

Electric freight service ended in 1957. The city of Rochester then drew up a contract with the five railroads to allow for the continuation of freight service in the remaining western end. Equipment was supplied by the New York Central, usually an RS-1 or RS-3. Crews were supplied by the railroads on a rotating basis. In 1976, the city made the decision to fill in the western end of the subway to eliminate the many crumbling bridges over the cut. The only remaining customers on the line were General Motors and the Gannett newspaper chain located in the tunnel at City Hall. By this time, freight service was the responsibility of the Baltimore & Ohio. A new connection was built from the B&O Charlotte Branch to the GM plant, while the ramp into the subway tunnel under Broad Street survived to deliver newsprint to Gannett. In 1985, CSX sold its ex-B&O lines to Genesee & Wyoming, which operated the lines under the name Rochester & Southern. Newsprint deliveries in the subway ended in 1996 when the printing plant was moved.

Today, few traces of the subway survive. The section that was filled in remained undeveloped, and can be traced nearly uninterrupted all the way out to the former General Motors plant. The last remaining Subway car, number 60, is currently undergoing restoration by the Rochester Chapter NRHS. Ruins of the Subway exist downtown, partially obscured by the I-490 that succeeded it. The two-mile tunnel under Broad Street is in need of serious repairs, and will probably be filled in by the city. The two stations that were in the tunnel, West Main Street and City Hall, have remained hidden from the public for over forty years. Many of the rails were salvaged by the NRHS and the New York Museum of Transportation in the 1970s. Together, they have built a short rail line at their joint museum in suburban Rush, New York. A fitting end, as the two groups are dedicated to preserving Rochester's railroad heritage.

What Might Have Been
The Subway was never really meant to die. There were several proposals in the final years that would have significantly expanded the routing of the line along existing railroad rights of way. This map is my personal attempt at showing what we could have enjoyed today. In January 1952, an ambitious proposal was published explaining an expansion to points outside the city.

One route would leave the Subway tunnel at City Hall, and proceed south along the river on the Erie to the Pennsylvania Railroad connection at Violetta Street. Then, up the Pennsy past the airport, to the Baltimore & Ohio connection at Chili Avenue. This route would lead back north into the city, connecting to the original subway near the General Motors loop.

The second route followed the B&O alignment north from the Subway to Kodak, and farther north to the beaches at Charlotte.

A third route would have used the former Lehigh Valley Rochester Branch to provide service from Court Street south to the University of Rochester. No extension was planned south, because Rochester Institute of Technology would not move to Henrietta until 1968. Expanding this route down to Henrietta would be easy enough along the old LV line, which ran in back of the Colony Manor Apartments. The orange dotted line represents new construction to serve a park-and-ride on the west side of the new RIT campus, on East River Road.

To save the costs of new electrification, it was proposed that these new routes be served with Budd Rail Diesel Cars.

This map takes into consideration that the Subway would be abandoned east of Court Street for construction of I-490. The orange line represents the long talked-about expansion to Monroe Avenue and Pittsford that never materialized.

While it is not shown on this map, service to the northwest and the St. Paul Boulevard neighborhoods could be facilitated using the New York Central swing bridge at Charlotte, and the old Rome, Watertown & Odgensburg (NYC Hojak Line) alignments. Coming down St. Paul, a new line (street running?) could serve the Amtrak station on Clinton.

Of course, since 1952, many of these routes have been compromised by development. Even the western mainline subway is fouled by an OTB parlor and several other small concerns. Much of the PRR and LV has disappeared under townhouses and other developments.

Preservation Efforts
Car 60 is currently back in the possession of the Rochester Chapter NRHS, after a forty-year absence. This is the sole remaining car from the Subway fleet. This car holds special sentimental value as it was used on an NRHS inspection tour of the line in the mid-fifties.

The car's new home is at the Rochester Chapter's newly-christened restoration shop at their museum grounds in Rush, New York.

Update June, 2006:
While few traces of the Rochester Subway exist today, local preservation groups are doing what they can to keep its memory alive. To commemorate the fiftieth anniversary of the end of Rochester Subway passenger service, the New York Museum of Transportation will offer a weekend of trolley rides for the visiting public on July 15 and 16, 2006. This weekend will kick off what the museum hopes to be regular trolley operations in the future. Hopefully the short trolley ride over museum trackage will offer visitors an idea of what it was like to commute to work a generation ago in the Flower City.

This story originally appeared in 2002, and was updated in June, 2006.

Otto M. Vondrak is Creative Director for RAILROAD.NET. While attending Rochester Institute of Technology, he became interested in the operations of the former Rochester Subway. He authored a feature on the Rochester Subway in the July 2000 issue of Railroad Model Craftsman. Otto is also a volunteer with the Rochester Chapter NRHS, which has goals of restoring Car 60 to full operation.

Subway of Ankara

General Presentation

London Underground system, the 14.6 km. in length, double-track heavy rail system, and consists of 12 stations and a depot. Route, stretching from the southeast-northwest direction, linking the city center is the Batıkent.

London Underground system, the service range with 90 seconds to act, to make the speed of 80 km per hour, 108 (36th train) with vehicles in each direction per hour has the capacity to carry 70 000 passengers.

Along the route in the system, max. Education 3% 'species. 3.4 km long main line köprüyol (viaduct), 7.1 km long underground tunnel drilling, 4.1 km long open incision is made and the Level of segment. 1435 mm and the opening line of continuous welded rail is composed of. For emergencies and maintenance services along all main routes are in a walking path.

Passenger station platform length of 140 m. dir. Five stations at six stations in the middle of the platform edge and the edge of the platform and the Red Crescent as well as the station platforms are central.

Storage system at the western end is near Macunköy Station. Storage with the current situation of eight, eight and three transitional care / cleaning lines are contained, and the future storage of fifteen, thirteen and three transitional care / cleaning line will have the capacity to grow. Stored separately in the Control Center, Maintenance, cleaning and general maintenance facilities and administrative offices, including Ankara Metro Operation and Maintenance Center (CPA) building is also available.



General System Security

System security, Ankara Metro system covering the entire range of equipment and design features are provided. Telecommunications facilities, through all the features of the system that monitors and controls an extensive network has been established. Three radio network and a telephone system with a versatile means of communication facilities Business Center is provided. Closed circuit television system (CCTV) allows all of the station platform, escalators and fare collection areas of monitoring are possible. In an emergency, the station or through one or more stations in the Central Business, General Advertisement (PA) system may be made through the announcement. This addition to supervisory Control and Data Acquisition System (SCADA) and hatyolu, transformer stations, Operation and Maintenance Center facilities and passenger station equipment (eg smoke detectors, intrusion door alarm, etc.) constantly be monitored, inspected.

Security officials, are responsible for ensuring the safety of the station. These officers with the station staff, oversees all aspects of station operation and in emergencies, including evacuation of trains and stations are all operating direction of. In all stations, emergency exit door evacuation order has to be used. Even stations in all the doors and platform edge only authorized persons can enter the Business Center to provide locks and fittings are warning the intruder alarm. Allowed to enter certain areas of personnel, other operating and maintenance personnel in order to prevent entry, gradual key / lock system is equipped with.

CPA space (warehouses and workshops), in terms of provision of security is surrounded by barbed wire. IBM entry, entry door in the gate control building will be checked by security guards. Way computers (PCs outside of the computers on the train) and other control equipment CPA administration building on the third floor, next to the Business Centre is located in an air conditioned room. These rooms have both the Business Center of the room, only staff may enter the restricted regions.



CCTV (Closed Circuit TV System)

CCTV, certain areas of the station (platforms, fare collection areas, escalators) allows visual monitoring. Change of image processing, embedded in each passenger station through which the keys are sorted. This system takes all the stations of the camera image and the selected signal to the camera over fiber optic system sends the Business Center to monitor relevant.

Subway System History

Developed for urban public transport system is a kind of subway or underground train which is used all over the world. Many capitals and cities of the metro transport by providing fast and cheap, especially at the time of the traffic is heavy traffic congestion reduces karayollarındaki.
Downtown streets, houses, and sometimes lie beneath the river passing through the tunnel, subway lines, and sometimes they rise above the earth. The first steam locomotive used in the subway, but nowadays works with underground electric power and is equipped with computerized control system.
The first major subway systems, 19 At the end of the 20th century at the beginning of the century London, Moscow, New York and Paris, was established. "Metro" word, meaning the meter and the main city of the Greek word meaning derived from the French police in the Metropolitan (metropolitan) is the abbreviated form of the word.
This type of public transportation systems in the world of the 1980s, 175 had 32 U.S., 21 in the USSR, Japan 10, Britain and China at six in the metro system has four.
Underground public transportation system of the city between the north and South America, New York, Boston, Chicago, San Francisco, Washington, Montreal, Toronto, Rio de Janeiro, São Paulo and Santiago, in Europe, London, Athens, Barcelona, Brussels, Budapest , Copenhagen, Hamburg, Helsinki, Lisbon, Madrid, Milan, Munich, Naples, Oslo, Paris, Prague, Rome, Sofia, Stockholm, Vienna and Warsaw, the Soviet Union in Moscow, Kiev, Leningrad, the Middle East Alexandria, Baghdad and Cairo , Calcutta, India, Beijing, China, Japan, Tokyo, Osaka and Nagoya, Bangkok and Singapore in Southeast Asia can be considered.
In Turkey, the first underground rail tunnel system, was established in Istanbul in Beyoglu and Galata. French engineer Henri Gaven'in get right to put forward the project and construction began to be made July 30, 1871 and 17 January 1875, has been in operation. Passengers, who move in opposite directions and the cable is taken with the two cars moved in the tunnel, was expropriated in 1939. Then, taking the steam-powered engines, electric motors has taken place.
Between two stations in a limited number of passengers transported by the first underground railway system for a similar initiative after a period of more than 100 years have passed. September 4th 1989, a 3.5 km section between Aksaray and Esen underground along the 8.5 km long, formed a line of fast tram system was opened to business. Construction was completed in three years, this system will move in 2.5 minutes with the train, 80 km from eight stations were quick way to carry passengers. But the fast tram, the number of passengers in an area less than a mass transit system could not be done. Began operations in 5000 when the daily number of passengers carried, to increase subsequently provided with free bus link has been reached within the first year to 35 thousand a day. Fast tram system will be installed as a starting point for a real mass transportation system can be considered.

Purpose of the subway
Subways and light rail systems provide solutions to traffic congestion on the roads, as other forms of transport in urban areas because of limited transportation will also help to solve the problem. A subway train can carry 400-600 people. The same number of people in six buses to transport by road or 100 cars is required.

Moreover, the subway system, inter-city trains, commuter trains, as well, road, sea and air transportation systems are also provided with the connection. The most successful of the modern subway system stations close to each other at short intervals between trains run faster.

London Public Transport System to Create the Security Concerns

After the subway bombings in Moscow, how vulnerable public transport systems that emerged once again. London public transport system in the world with one of the largest. Public transport in London, officials were working hard to secure, but always failed in this.

In July 2005 London suicide bombers on three underground stations and a bus killed 52 people saldırırak.

Than two weeks after four suicide bombers attempted to attack but were caught before they succeed.

London public transportation security firm Control Risks'ten Jonathan Wood says that it is an attractive target for terrorists.

"People use every day of the attack on a public place makes great psychological impact. This kind of attack would be a great reflection on the media. Terrorist groups so that the goals will draw attention to them."

According to al-Qaeda spokesman Adam Gadahn'a main target of al Qaeda's public transportation.

"Western attacks on mass transportation systems in big cities, albeit unsuccessful life stops. Millions of dollars in damage to the enemy and the enemy was going to bankrupt companies."

With the famous red double-decker bus in London. Hundred years of the city's subway system, but a bigger target for terrorists.

There are more than 10 security cameras in the city. Some of these cameras in public transport systems. The camera will select the foreign body can be installed programs.

But experts say that public transportation is difficult to control. The difference between an attacker with a normal passenger is not easy to choose.

International Institute of Security Studies specialist Nigel Inkster 2005 terrorist attacks in the city's mass transportation lines and has proven to be vulnerable, says:

"One of the bomber detonated explosives in the basement of the subway. This power has made the rescue work and police investigation."

Authorities suspect the public trust in the identification of bodies and individuals. London Transport Oyster his office has developed a new magnetic card. Heng station where passengers go through with this card is detected. This is useful in the event before or after the investigation is

Inskter, "Public transport has to be isolated. This is an important part of a broad effort to combat terrorism." he says.

The 2012 Olympics in London will host the security issue is a serious concern. New transportation lines to the Olympic village being built.

New stations in bomb attacks designed to be least affected, but officials are the best way to catch the attackers before, he said.

Benefits of Subway Systems

Transportation has always been a vital necessity for mankind. In the early times, some animals which have been domesticated by humans were used for transportation. However, in the length of time, there have been more transportation choices, as a result of developments in technologies. Thus, since the 19th century, these improvements led subway systems. Subway system is an electric railway operating below the surface of the ground. At the present day, they have a major key position in transportation systems with their facilities. In fact, subway systems are better than other transport systems because of their health, economic and security advantages.
The first outstanding effect of subway systems is providing better state of health and being friendly with nature. To start with, subway systems supply high quality conditions to make people's psychology better. One of these is that subway systems avoid traffic noise. Hardy (2008) states that noise makes people more antipathetic and angry also the possibility of heart attack and in EU 3% of ischeamic heart disease results from this (para.4). As it is clear from these examples, one can say people will be affected from vehicle noise badly in transportation without subway system. What is more, there is no loss of time in the subway systems. Jordan believes that presently used traffic systems should be abandoned because of rise in fuel prices, time loss on traffic and harmful effect on environment (2008, para.4). Therefore, when subway systems become more widespread, they can be a great solution for traffic problem. Research thus shows that usage of subway systems in transportation will be effective in making people’s psychology better.
In addition to the fact that subway systems make people's psychology better, they also cause less environment pollution. As an example, subway systems protect people from harmful effects of engine exhaust. J.Wargo, L. Wargo and Alderman state, "Although people have grown to accept the smell of engine exhaust as a part of everyday life, our nation is experiencing an epidemic of illnesses made worse by air pollution" (2006, "Overview" section, para. 2). With subway systems it is possible to turn the world a cleaner place and prevent some illnesses. Moreover, subway systems are a big advantage for postponing global warming. DeCicco and Fung (2006) indicate that in 2004, total vehicles in USA emitted 314 MMTc (carbon-equivalent) which causes global warming (‘‘Conclusion’’ section, para. 1). This proof clearly shows how the transportation systems contribute to the global warming without subway systems. Obviously, subway system is the best alternative transportation system for less environment pollution.
The second outstanding effect of subway systems is their economic advantages. First of all, compared to other transport systems, subway systems are cheap and economical. For example, when travelling in town, subway systems can be effective on time and money saving. As research by Demir (2003) shows, apart from the other means of transportations, metro is the easiest and the cheapest way, and its having its own route causes a relief in the traffic (p. 41). Considering the information above, one can say that subway transportation is the most logical and economical choice. Moreover, subway systems are also quick and easy transportation. Saito, Yamashiro, Nakashima and Igarashi assert that the new Subway Line 3 in Fukuoka city in Japan which passes through between the southest part of suburban inhabitant area and the city center, provide a great decrease in residents' travel time if they change their travel style. From this example, one can say that subway systems are the right choice for using the time in an economical way. All these examples prove that subway systems are surely cheaper than other transport.
Besides the fact that subway systems are cheaper than other transport systems, they also have important environment benefits. Most importantly, they increases the value of surrounding areas. Transportation Riders United reports that the rise in the price of houses was a quarter higher in the metro area housed near Dallas' Dart light rail stations than another place (2006, ‘‘Public Transport Increases Value’’ section). This implies that subway stations increase the value of surrounding areas. Also, they have great charm on tourists and help tourism industry. Kingwell states, ‘‘In an era of soaring fuel prices and precious boutique hotels, what about indulging in the subway as a form of tourism? Opportunity costs are minimal, adventures abound and the journey is sometimes more interesting than the destination’’ (2009, para. 4). In view of this information, it can be argued that subway systems are helpful on tourism industry, too. In conclusion, the positive impacts of subway systems on environment benefits are unquestionable.
The final outstanding effect of subway systems is their technological protecting advantages..In the first place, according to other transport, subway systems are safer than other transports. Primarily, in subway system there is a controlling panel of each people.As resarch by Policastro and Gordon (2009) shows, detectors and closed-circuit TV are making protecting safer with helping it to prevent losing time during any problem (p.2). This shows that, one can say that subway transportation is the most safer and reliable.In addition, subway protection systems detecting and preventing the attack quickly.Policastro and Gordon (2009) asserts that protection system with monitors and detectors prevents attack quickly and they are cornfirming where is the attack takes place. This explains that, one can say that subway systems are the right choise for the safe life. All these examples prove that subway systems are surely safer and reliable than other transportations.
Besides the fact that subway system is safer than other transports, it is also protected by special security personnel. Most importantly, in subway system there is control of each passenger by special teams. As research by Murray (2008) shows, officers will now patrolling in subway stations and trains with special guns (para. 6). This shows that, this shows that protection of subway system is the best way of protection public transport. In addition, during the protection of subway system not only special teams and technological detection systems are working, but special dogs are the main assistances of security personnel. Murray (2008) asserts that special K-9 dogs can easily sniff the bomb and detect it, helping the officers to get the terrorist immediately. In view of this information everybody can be sure that subway system is the best protected transport system. In conclusion, protection system of subway is one of the best protection systems and passengers can travel with it safer.
In conclusion, it can be said with no doubt that in people’s daily life, subway systems are a cut above other transportation means due to their advantages on health, budget and security. Subway systems surely protect the environment and supply high quality conditions for health. In addition to their effects in daily life, they contribute to people’s savings and increase the value of the city and also inspire confidence to people. Thus, to have a rapid and satisfactory choice in the world of transportation, subway systems should be used more widespread than other transportation systems. Meanwhile, further research on this subject is recommended to better understand the advantages of subway systems.