Overview of The Moving Walkway Is Ending (99% Invisible)
This episode traces the surprising 150-year arc of the moving walkway: from a 19th‑century utopian mass‑transit proposal to world‑fair spectacle, to ubiquitous airport amenity, and now to a technology in decline — even as enthusiasts keep dreaming of faster, city‑spanning conveyor “roads.” Host Roman Mars and reporter Jasper Davidoff mix history, design analysis, and a bit of science fiction (Robert Heinlein’s “The Roads Must Roll”) to explain why moving walkways captivated imaginations, where they actually succeeded, and why many are being removed today.
Key points and main takeaways
- The moving walkway began as a radical transit idea, not just an airport convenience — Alfred Speer (1870s) proposed an “endless train” platform along Broadway to solve Manhattan’s congestion.
- Early demonstrations (Chicago 1893, Paris 1900) turned the technology into a spectacle and showed it could be built at scale, but permanent urban adoption failed for political, practical and cultural reasons.
- Post‑WWII industrial players (notably Goodyear) adapted conveyor technology to move people in stations and other confined spaces; moving walkways ultimately found their best practical fit in airports and transit transfer corridors.
- Airports embraced them during the jet age (1950s–70s) to shorten long walks and to signal modernity; iconic examples include Dallas Love Field and the O’Hare “Tunnel of Light.”
- Today many airports are removing walkways because of aging equipment, maintenance cost, safety/throughput limits, and the changing role of airports (more retail/dwell time rather than pure circulation).
- Attempts at much faster walkways (accelerated designs, Montparnasse rapid walkway) produced many falls and were decommissioned; startups like Beltways still aim for ~10 mph corridors — the dream persists.
Timeline / history (concise)
- 1871 — Alfred Speer patents the idea of an “endless traveling sidewalk” for Broadway (concept: elevated parallel platforms, transfer stations, speeds proposed up to ~10 mph).
- 1893 — Moving walkway installed at the Chicago World’s Fair as an amusement/demo.
- 1900 — Paris World’s Fair: Le Trottoir Roulant (large, multilane moving walkway) — a major technological spectacle and early large‑scale demonstration.
- Early 1900s — Proposals such as putting a walkway on the Brooklyn Bridge are rejected; rail/subway becomes dominant for urban transit.
- Mid‑20th century — Goodyear and other manufacturers install walkways in train stations, stadiums, and experiments; airports begin to adopt them.
- 1958 — Dallas Love Field installs what is often credited as the first modern airport moving walkway; LAX installs the Astroway and uses celebrity publicity (Lucille Ball).
- 1980s — O’Hare United Terminal’s “Tunnel of Light” (designed by Helmut Jahn) turns a long corridor into an iconic experience with moving walkways and artful design.
- 2000s — Accelerated/rapid walkways (e.g., Montparnasse) attempt higher speeds but face safety and usability problems.
- 2010s–2020s — Many airports remove aging walkways (O’Hare removed most in 2015). New startups (e.g., Beltways) continue to pursue high‑speed walkway tech.
Notable people, projects, and cultural moments
- Alfred Speer — 19th‑century inventor who envisioned an “endless train” moving sidewalk for Broadway.
- Paris 1900 — Le Trottoir Roulant: the most ambitious early moving walkway and a major public spectacle.
- Goodyear / Stevens‑Adamsen — postwar industrial adoption that moved the technology into practical settings.
- Dallas Love Field (1958) — first modern airport moving walkway; sparked public fascination.
- LAX Astroway — promoted with Lucille Ball to demonstrate safety and glamour.
- O’Hare Tunnel of Light (Helmut Jahn) — an example of design turning a long transit corridor into a memorable passenger experience.
- Robert Heinlein — author of the 1940 short story “The Roads Must Roll,” using moving roads as the basis for a dystopian tale about the political power of transportation engineers.
- Montparnasse (Paris) — site of a high‑speed “accelerated moving walkway” trial that was later decommissioned for safety reasons.
- Beltways (Cincinnati startup) — modern attempt to build modular, higher‑speed walkways aiming for speeds up to ~10 mph.
Why walking conveyors rose, then declined
- Why they succeeded:
- Practical for long linear transfers (airports, long station corridors).
- Provided rest, accessibility for less‑mobile passengers.
- Cultural/futuristic appeal — people enjoy riding them; they signal modernity.
- Why they’re disappearing:
- Maintenance and repair costs grow as equipment ages; replacement parts and service are expensive.
- Throughput limits: typical speeds (~1–2 mph) don’t save much time in crowded situations and can slow traffic if users stand in the wrong places.
- Safety concerns: higher speeds substantially increase trips/falls; accelerated designs proved hazardous.
- Changing airport design and behavior: airports function more like malls now (dwell, shop, eat), reducing the requirement for rapid point‑to‑point movement.
- Space and operational tradeoffs: walkways occupy space and require staffing/inspections that airports increasingly question.
The sci‑fi angle — “The Roads Must Roll” (Robert Heinlein)
- Heinlein’s story imagines coast‑to‑coast “rolling roads” replacing cars — multilane, speed‑graded conveyor roads that move people at 5–100 mph.
- The story explores themes of infrastructure as power: the engineers who run the roads become a critical, militarized workforce whose control over movement creates political and social tensions.
- It flips the cheerful world‑fair optimism into a cautionary tale about dependency, labor power, and centralized control.
- The episode uses this story to show how the idea of moving conveyors can be read both as liberation and as a mechanism of control.
Future prospects and experiments
- Accelerated moving walkways (graded speeds, transfer zones) have been tried but suffered usability and safety problems.
- Startups such as Beltways are pursuing modular high‑speed walkways and have partnerships with airports (e.g., Cincinnati) to test modern implementations — the 10 mph vision persists.
- Any future adoption will need to solve safety, ergonomic, and operational challenges (clear transition zones, robust fall prevention, behavioral design and signage).
Practical takeaways / recommendations (for planners, designers, transit agencies)
- Use moving walkways where long, linear, high‑volume transfers are unavoidable (long concourses, transfer tunnels), not where people will linger and shop.
- Prioritize reliability and lifecycle cost in procurement; aging units can become financial liabilities.
- Balance speed with safety: modest speeds (1–2 mph) are safest for general public use; higher speeds require strict engineering controls and rigorous user guidance.
- Design for human behavior: clear etiquette signage (stand right, walk left), good sightlines, and staff/wayfinding to prevent clogging and improve throughput.
- Consider experiential design: when a long connector is unavoidable, design it to be a pleasant experience (lighting, music, art) — O’Hare’s Tunnel of Light showed how design can change perception.
Memorable quotes & highlights
- Alfred Speer (paraphrase from the episode): He called his scheme “an endless train” and insisted, “It is the solution, and the only true solution, of rapid transit.”
- Roman Mars: Moving walkways “rock — they’re joyful machines” — the episode emphasizes the visceral pleasure many people still get from riding them.
- Heinlein’s premise (from “The Roads Must Roll”): transforming everyday movement into a system that centralizes power and responsibility — a cautionary counterpoint to utopian visions.
Final note
The moving walkway’s history is a recurring mix of utopian transport ambition, fairground spectacle, industrial adaptation, and airport practicality. While their role in public urban transit largely failed, their cultural and experiential appeal persists — and innovators keep trying to realize higher‑speed versions. Whether they’ll stage a comeback as true high‑speed urban arteries or remain niche conveniences depends on resolving safety, cost, and user‑behavior challenges.