For over a century and a half, city planners and inventors have chased the same idea: a continuously moving sidewalk to ease urban congestion. The concept, first proposed in 1872 by New York merchant Alfred Speer, remains surprisingly relevant today. Why has it taken so long for such a seemingly straightforward solution to gain traction? The answer lies in a combination of technical challenges, political roadblocks, and the dominance of the automobile in shaping urban infrastructure.
A 19th-Century Vision
Speer, known locally as “The Wine Man,” observed the chaos on Broadway and devised a radical solution: an elevated, constantly moving sidewalk running at 10 miles per hour. His “Endless Traveling Sidewalk” even included seating for passengers. Though the New York legislature passed the proposal twice, Governor John Dix vetoed it both times. The idea stalled, but it wouldn’t disappear.
The 20th Century: False Starts and Airport Niches
Throughout the 20th century, engineers dusted off Speer’s concept, only to encounter persistent obstacles. Mechanical complexity, safety concerns (liability for moving pedestrians), and exposure to the elements all proved problematic. The rise of the automobile further marginalized the idea. Yet, the vision persisted.
The first real-world test came at the 1893 World’s Fair in Chicago, where a half-mile moving sidewalk shuttled visitors between the ferry terminal and the fairgrounds. It proved a short-lived success, damaged by fire within a year. The 1900 Paris World’s Fair featured a more ambitious, two-mile system, but it didn’t extend beyond the event. Even in 1903, New York City proposed a six-mile underground version, but it lost out to subway development.
By the mid-20th century, moving sidewalks found a niche in controlled environments: airports and shopping malls. Goodyear’s “Speedwalk” at the Erie station in Jersey City (1954) and B.F. Goodrich’s installation at the Houston Coliseum (1955) demonstrated functional but limited applications. A fatal accident at a 1960 airport installation highlighted the safety risks of early designs.
A Resurgence in the 21st Century?
Today, conditions are shifting. Aging populations needing mobility assistance, the “complete streets” movement prioritizing pedestrians over cars, and climate-driven pressure to rethink mass transit may finally create fertile ground for moving sidewalks.
Cities like Paris are actively reducing car traffic, and New York City recently implemented congestion pricing to fund pedestrian infrastructure. Several smaller-scale projects are underway: Bank station in London has expanded its moving sidewalk system, and the Trondheim CycloCable in Norway provides mechanical assistance to cyclists.
Beltways, a Northern Kentucky startup, is developing a high-speed (up to 10 mph) modular system planned for Cincinnati’s airport in 2026. These projects suggest a renewed interest in Speer’s original vision: localized, efficient movement along predictable routes.
Alfred Speer was ahead of his time. His idea—a continuous, comfortable way to move people along fixed paths—remains a practical solution to urban congestion. The delay wasn’t due to impossibility, but to shifting priorities and the dominance of the automobile.
The moving sidewalk may not replace cars, but it could become a vital component of a more pedestrian-friendly future. The Wine Man’s idea, long dismissed as impractical, is finally gaining traction.
