Archive for March, 2011
Mar
08
Building a better subway bench
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Veyko-designed benches in Philadelphia's subway system meld art and style to create a durable subway bench. (Photo via AN Blog)
Every few months, the benches in the subway system — those sometimes-convenient, often-dirty wooden slabs that provide a few minutes’ respite while the subway comes — sneak their way into a news story. Sometimes, we hear about bedbugs in the wood; sometimes, we hear about plans to do away with the unhygienic wood. Still, the wood lingers, attracting gum, spills and other less-than-appealing discolorations.
Out of Philadelphia, though, we hear today of a project a few years in the making. In late 2009, with the support of a federal grant, design shop Veyko unveiled a stainless steel bench that doubled as an Arts for Transit installation. It’s functional, comfortable and, most importantly clean.
Jennifer K. Grosche from the Architect’s Newspaper A/N Blog profiled the bench and its makers recently. She spoke with the team behind the bench. “As a fabricator, you often see these blob forms, but my particular interest was taking that form and putting it in the most caustic situation, which is a major urban transit system,” Richard Goloveyko said. “We wanted to see that form built well enough to exist the wear and tear of a subway station.”
As Grosche notes, the benches have been proven to last:
The benches have resiliency thanks to their bent wire design. The idea for the shape came from the way subway travelers wait in the station: they sit or they lean. By modeling these positions in Rhinoceros and Solidworks, the team created a map between the two postures, and the curved, skeleton-like form took shape. Bench frames were cut using a five-axis water jet machine, while CNC wire forming bent 5/6-inch stainless steel strands to meet exact parameters set forth in the computer model. Wires are spaced at 1-1/8 inches on-center to create a comfortable, structurally sound design that also allows water and small debris to pass through.
The ten, 20-foot-long benches fabricated by Veyko were bolted to station walls using Hilti epoxy anchors, giving cleaning crews easy access to clean the floor beneath. As another sanitary measure, the stainless steel is electro-polished, resulting in a mirror-like finish that resists dirt and bacterial buildup, similar to finishes used on sanitary hospital equipment.
The design of the benches discourages anyone from lying on them, a parameter in the competition guidelines, but “virtually everyone uses them differently,” said Goloveyko. Kids tend to nestle into the seat, some people sit on the area for leaning, and some gather in the small alcoves formed by the arched seat. Now, about a year after installation, the benches show no signs of damage—no small feat for a station that sees tens of thousands of travelers a day.
The various angles allow those waiting for a train to use the bench as they please. (Image via Veyko)
Goloveyko says the prototype installed in Philadelphia is too expensive to mass market to transit agencies around the country, but he’s working on developing a lower-cost solution to transportation seating woes. Instead, the complex design is viewed as a potential one-off installation for those looking to add style and interesting architecture to otherwise-drab transportation surroundings.
In New York, we’ll continue onward with our wooden benches. They’re cheap to manufacture and seem to absorb everything that gets tossed their way. Maybe when our new subway routes open in a few years, shiny benches will come with them, but for now, we’ll just admire them from afar.
Mar
07
DiNapoli: MTA security improvements over budget
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The MTA’s capital security improvements are moving forward slowly, but these key investments are way over budget and four years behind schedule, according to yet another report released today by New York State Comptroller Thomas DiNapoli. The audit — the seventh from DiNapoli in recent years that focuses on the agency’s security efforts — praises the authority for improving the porous system’s safety but worries that there is not enough money to fund 16 necessary projects. Furthermore, DiNapoli notes that the projects which should have wrapped in September 2008 are not due to finish until mid-2012 and that costs on key projects — including the camera system — have more than doubled in the ensuing years.
“The capital security program the MTA has implemented since 9-11 has made New Yorkers more secure,” said DiNapoli said in a statement. “The MTA has made progress, particularly in the last two years. But the mass transit system is still inherently vulnerable. Individual projects in this program are months if not years behind schedule and well over budget, and additional capital improvements are needed. My office will continue to track MTA management of this program.”
DiNapoli’s press release sums up the report (pdf):
The projects in Phase 1 of the MTA’s capital security program target the system’s most vulnerable and heavily used assets, including stations, transit hubs, bridges and tunnels. Each project involves one or more facilities and security improvements to elements such as electronic security and surveillance, fire, life and safety and evacuation enhancements, perimeter protection and structural hardening. This phase, originally scheduled for completion by September 2008, will not be completed until June 2012.
After more than nine years, the MTA has completed 11 of the original 16 security projects as well as elements of the five remaining projects. The MTA has hardened all 14 facilities planned for Phase 1; improved lighting, communication systems, and smoke and fire detection equipment in 15 facilities; installed perimeter protection around four facilities; and despite significant setbacks, the electronic security program.
As of December 2010, the MTA had completed 31 of 38 planned construction tasks and the remaining seven tasks were all in the process of construction, though more than 60 percent of the 38 tasks were behind their established schedules, including 11 that were behind by more than one year (five tasks were more than 30 months late). The cost of Phase 1 (including two facilities that were deferred from Phase 1 to Phase 2) has grown from $591 million to $851 million, an increase of 44 percent.
Ultimately, according to the report, Phase 2 will attempt to fund 33 of the original 57 areas that need security upgrades, but 16 projects will remain only on the drawing board until money becomes available.
As DiNapoli notes, since 2007, he has issued 27 releases on the MTA which include 14 audits and 13 top-line reports. He is still conducting eight more audits and a forensic audit on overtime and another performed in conjunction with the city comptroller’s office. Still, I’m left with the same question I have every time he sends out a release: What’s the point?
The MTA’s troubles with their security improvements and the exponentially increasing costs have drawn newspaper headlines for years. DiNapoli’s report doesn’t highlight ways in which the authority can implement cost-savings measures and fails to mention what they’re doing wrong. Do we really need to expend more taxpayer dollars on something we already know?
Mar
07
Coming soon: In-tunnel subway advertising
Posted by: | CommentsAs the cash-starved MTA looks to milk dollars out of its existing physical plant, the authority may soon begin running moving ads inside its subway tunnels, WNYC’s Jim O’Grady reported this morning. The authority, says O’Grady, has been receiving bids from companies looking to run these ads and believes these ads will help boost its ad revenue. “Anywhere there’s a dark tunnel, you could do it,” authority spokesman Aaron Donovan said said.
O’Grady has more on the latest push to find non-tax sources for dollars:
The tunnel ads would show a string of varied images that, when viewed from a passing train, would move like a flip book. A similar effect is visible in a subway artwork called Masstransiscope between the Manhattan Bridge and the DeKalb Avenue station in Brooklyn. As the D train glides by an unused station at Myrtle Avenue, painted images flash behind vertical slits and appear to be animated.
Donovan said most ideas for non-traditional ad placement come from advertisers themselves. In recent years, the MTA has permitted video on the outside of buses and ads that wrap entire train cars, like the 6 train that became a long rolling ad for Target last fall, when the company opened a store on 116th Street in Harlem.
Then there is a program called “station domination,” in which a single company plasters ads on multiple surfaces — columns, stairwells, turnstiles — throughout a subway station. Ads at Union Square Station have even been projected onto floors and walls. And now the MTA website displays ads for free credit checks and the Crate & Barrel wedding registry.
Over the past few years, the MTA has seen a marked increase in advertising revenue. Despite a recession that has hit the advertising industry particularly hard, the authority drew in $109 million annually in 2009 and 2010 and has seen that total annual take increase from $27 million just 20 years ago. The authority is hoping to realize $120 million in sales this year.
These days, ads are everywhere underground. From branded stations to fully wrapped train cars, we see commercial space throughout the system, and the in-tunnel ads will be just another source of revenue upon which transit agencies throughout the world have long relied. For a few dollars more, I’ll take it.
Mar
07
On the tensions between technology and transit
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This weekend, I did something I haven’t done in years: I went to camp. This wasn’t my old sleep-away sports camp or the baseball camp I attended for years in the early 1990s. Rather, it was OpenPlans’ Transportation Camp, an unconference that gathered many of the sharpest minds working the transit and transportation space working on the side of the country.
Now, the very idea of an unconference makes people raise an eyebrow. Shouldn’t conferences be structured with set agendas and leaders conducting the pace of things? In a society driven by open-source development and collaboration, a transportation unconference is an ideal format for people to meet and greet each other while bouncing ideas around. I met many readers there and many folks I read elsewhere. While San Francisco gets to enjoy a West Coast gathering next week, I’m already looking forward to next year’s event in New York.
The sessions — which are listed here — were uniformly interesting. I sat in on a Q-and-A with MTA COO Charlie Monheim and US DOT’s Giovanni Carnaroli and Peter Appel. I met the gang from Greater Greater Washington, listened to a presentation on subway signaling and the PA/CIS system and checked out a discussion on matching service with demand. Other sessions — including those on taxi cab applications, road pricing and congestion alleviation — drew raves, but unfortunately, I couldn’t be in more than one room at a time.
Throughout the weekend, the theme was clearly the interaction between technology and infrastructure, and although I missed most of Monheim’s keynote speech due to the MPRE, he hit upon a theme that bears discussion. While the MTA’s data leads itself quite easily to app development, there is an inherent incompatibility between the MTA’s system and technological investments. Last week’s stories on the supposedly obsolete fiber-optics network and the NYPD’s communications problems highlight that gap.
Essentially, this conflict boils down as such: When the MTA purchases rolling stock and upgrades its physical plant, it expects its equipment to last for decades. Subway cars, for instance, have a shelf life of around 40 years before they’re up for replacing, and in the interim, it’s possible that hundreds of newer and better models have hit the rails since then. For better or worse, the same is true for major station renovations, signal upgrades and rail replacement projects.
Meanwhile, when I purchase a new piece of technology, I expect it to last for four years, and I know it will be painfully obsolete by the time those four years are up. My laptop isn’t meant to last 40 years, and the technology behind it improves too quickly for it stay usable much beyond half a decade. For example, the software powering the R160 FIND displays will be obsolete long before the rolling stock is ready to be retired; in fact, the FIND displays have long since passed technological middle age. How then does a transit agency as extensive as the MTA incorporate rapidly-changing technology into a system built for long-term durability?
This conflict is one with which the MTA must grapple on a regular basis. Take, for instance, the BusTime project. As the MTA moves forward with bringing the technology to more than just the B63, those behind the initiative are eying all 800 of Staten Island’s buses, and they hope to retrofit the buses and get the system up and running before the end of 2011. With over 6000 buses operating throughout the city, it’s not a surprise then that it takes a few years to get these wide-reaching technological initiatives up and running.
From Transportation Camp, then, I drew the conclusion that transit agencies face two tasks when it comes to technology. They must make sure that the data these innovations produce gets into the hands of developers who can bring it to the public, and they have make sure that the innovations are compatible with infrastructure that will outlive the technology. What will happen to the countdown clocks in 10 years when they’re due for upgrades? What happens with those FIND displays as they age?
We scorn the MTA’s on-again, off-again attempts to bring technology underground, but ultimately, it’s just not as easy as plug-and-play. As long as the developers have access to data though and the authority is willing to share the real-time information it produces, the public should benefit.
Mar
05
Video of the Day: Sub City New York
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Sub City New York from sarah klein on Vimeo.
Tom Mason, one of the creators behind this video, sent this along to me earlier this week. The description is a simple one: “It’s a short film – a visual poem – about that moment in New York when you emerge from the subway and find yourself in a new and sometimes unexpected world.”
It certainly captures that fleeting moment of finding yourself transported via the subway of somewhere new and sometimes unknown. As a sunny and warm Saturday arrives in New York, enjoy.
Mar
04
Weekend service advisories
Posted by: | CommentsIt’s Friday night; you know the drill. Subway Weekender as the map.
From 12:01 a.m. Saturday, March 5 to 5 a.m. Monday, March 7, Manhattan-bound 2 trains skip Burke Avenue, Allerton Avenue, Pelham Parkway and Bronx Park East due to track work at Bronx Park East.
From 12:01 a.m. Saturday, March 5 to 5 a.m. Monday, March 7, 4 trains skip Fulton Street in both directions due to work on the Fulton Street Transit Center. Customers may use the 2, 3, A, C or J shuttle at this station as an alternative. (Note: The J shuttle operates between Chambers Street/Brooklyn Bridge and Fulton Street.)
From 6:30 a.m. to midnight, Saturday, March 5 and Sunday, March 6, 5 trains skip Fulton Street in both directions due to work on the Fulton Street Transit Center. Customers may use the 2, 3, A, C or J shuttle at this station as an alternative. (Note: The J shuttle operates between Chambers Street/Brooklyn Bridge and Fulton Street.)
From 7 a.m. to 5 p.m., Saturday, March 5 and Sunday, March 6, Queens-bound 7 trains skip 82nd, 90th, 103rd and 111th Streets due to cable work.
From 10:30 p.m. Friday, March 4 to 5 a.m. Monday, March 7, free shuttle buses replace A trains between Beach 90th Street and Far Rockaway due to station rehabilitation. A trains replace the Rockaway Park S shuttle between Broad Channel and Rockaway Park. (At all times until early summer, Manhattan-bound A platforms at Beach 36th Street and Beach 60th Street are closed due to station rehabilitation.)
From 4 a.m. Saturday, March 5 to 10 p.m. Sunday, March 6, Brooklyn-bound D trains run on the N line from 36th Street to Coney Island-Stillwell Avenue due to track panel installation between 50th Street and 55th Street. There are no Brooklyn-bound D trains stopping at 9th Avenue, Ft. Hamilton Parkway, 50th, 55th, 71st, 79th Streets, 18th and 20th Avenues, Bay Parkway, 25th Avenue and Bay 50th Street stations.
From 12:01 a.m. Saturday, March 5 to 5 a.m. Monday, March 7, D trains run local between 34th Street and West 4th Street in both directions due to fan plant rehabilitation.
From 12:01 a.m. Saturday, March 5 to 5 a.m. Monday, March 7, E trains run on the F line between Roosevelt Avenue and 34th Street-Herald Square due to work on the 5th Avenue Interlocking Signal System. The platforms at 5th Avenue-53rd Street, Lexington Avenue-53rd Street, 23rd Street-Ely Avenue and World Trade Center are closed. Customers may take the R, G, A or shuttle bus instead. Free shuttle buses connect Court Square (G)/23rd Street-Ely Avenue (E), Queens Plaza (R) and the 21st Street-Queensbridge (F) stations. Note: During the overnight hours, E trains stop at 36th Street, Steinway Street, 46th Street, Northern Blvd and 65th Street.
From 12:01 a.m. Saturday, March 5 to 5 a.m. Monday, March 7, Queens-bound F trains run on the A line from Jay Street-MetroTech to West 4th Street due to work at the Broadway/Lafayette-to-Bleecker Street transfer connection. There are no Queens-bound F trains at York Street, East Broadway, Delancey Street, 2nd Avenue or Broadway-Lafayette Street.
From 12:01 a.m. Saturday, March 5 to 5 a.m. Monday, March 7, L trains run in two sections due to rail work:
- Between Rockaway Parkway and Bedford Avenue and
- Between Bedford Avenue and Union Square (Trains run every 16 minutes and skip 3rd Avenue.)
The M14 bus replaces L train service between 3rd Avenue and 8th Avenue.
During the overnight hours from 12:01 a.m. to 6:30 a.m. on Saturday and Sunday, and to 5 a.m. on Monday, Brooklyn-bound N trains run over the Manhattan Bridge between Canal Street and DeKalb Avenue due to the installation of platform tiles at Cortlandt Street. There are no Brooklyn-bound N trains at City Hall, Rector Street, Whitehall Street, Court Street and Jay Street-MetroTech. Customers may use the 4 at nearby stations instead.
From 4 a.m. Saturday, March 5 to 10 p.m. Sunday, March 6, Manhattan-bound N trains skip 30th Av, Broadway, 36th Av and 39th Av due to track panel installation from Astoria Blvd to 36th Avenue.
From 12:01 a.m. Saturday, March 5 to 5 a.m. Monday, March 7, Manhattan-bound N trains run on the D line from Coney Island-Stillwell Avenue to 36th Street due to track panel installation from north of Kings Highway to north of Bay Parkway. There are no Manhattan-bound N trains at 86th Street, Avenue U, Kings Highway, Bay Parkway, 20th Avenue, 18th Avenue, Ft. Hamilton Parkway or 8th Avenue stations.
From 11:30 p.m. Friday, March 4 to 5 a.m. Monday, March 7, there are no Q trains between 57th Street-7th Avenue and Prospect Park in either direction due to BMT track tunnel inspection and structural repair and track and switch work north of Atlantic Avenue
From 6:30 a.m. to midnight, Saturday, March 5 and Sunday, March 6, Brooklyn-bound R trains run over the Manhattan Bridge between Canal Street and DeKalb Avenue due to the installation of platform tiles at Cortlandt Street. There are no Brooklyn-bound R trains at City Hall, Rector Street, Whitehall Street, Court Street, and Jay Street-MetroTech stations. Customers may use the 4 at nearby stations instead.
From 11 p.m. Friday, March 4 to 5 a.m. Monday, March 7, A trains replace the Shuttle between Broad Channel and Rockaway Park. (See A above.)
Mar
04
34th Street Fallout: Posturing and parades
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Macy's is concerned that Transitway could disrupt its Thanksgiving Day parade. (Image via NYC DOT)
As the dust is still settling over the Department of Transportation’s plan to scale back elements of the 34th St. Transitway, news and views are flying fast and furious. Ahead of this weekend’s Transportation Camp, let’s round ‘em up.
First, The Post has proclaimed victory in a backhanded way on its editorial page. In a piece that devolves into unnecessary personal attacks and blatant falsehood, Murdoch’s rag calls upon the City Council to “topple” “Janette Sadik-Khan’s little kingdom.” Why? Because a few residents will be denied curbside access along parts of 34th St. It’s tough to see through the Post’s vitriol to find a true point, but it seems as though Alexander Hamilton’s once-great paper would rather see cars zooming past businesses in Herald Square than make room for tourists and residents to shop in comfort.
The Daily News too takes a self-congratulatory tone as well in its editorial. Claiming that “Sadik-Khan may well be trying to solve a problem that has already been remedied,” the unsigned piece claims that buses along 34th Street already move fast enough. We don’t need a $125 million upgraded — funded largely through federal monies — that make the street nicer for everyone because camera enforcement of bus lanes has improved travel time.
Again, the overall point of the Transitway wasn’t just to speed up buses. It was to re-imagine an area of the city congested with pedestrian traffic that prioritizes personal safety and public transit over automobile access. Cities thrive off of pedestrian life, and public transportation — buses that bring over 30,000 people per day — should take precedence over auto space.
Meanwhile, two news stories focusing on business in the area provide us with a glimpse into the powers-that-be who are at work here. The 34th Street Partnership, the Herald Square area BID, says they supported the pedestrian area because business owners know that more pedestrians lead to more business. Dan Pisark, VP of retail services, said though that some tenants were concerned about building access. “The plaza was a problem for some of our building owners,” he said. “So the commissioner heard that.”
On the other hand, a very powerful voice in Herald Square is against the redesign entirely. Macy’s Senior Vice President Ed Goldberg blatantly admitted that the retail giant is concerned about how the 34th St. Transitway could impact Thanksgiving. His statement can speak for itself, but the emphasis is mine. “Obviously anything that we do that is an obstruction, be it sidewalk or street, is of concern to us,” he said. “It’s about our one big magic day of the year during the parade.”
Finally, the Mayor has chimed in as well. As Streetsblog reported this afternoon, Michael Bloomberg in a radio interview voiced his support for Sadik-Khan and the Transitway: “My charge to her is don’t let anybody beat you down. Do the right thing, listen to people, try to explain, try to let buy-ins and that sort of thing, but keep coming up with new ideas even if your ideas — if you can’t implement them, if the people don’t want them or whatever, don’t go back into a car or a bicycle or whatever and be afraid of trying new things.”
He spoke further about the overwhelming need to improve bus service in New York City as well. Despite the flaws of his third term, if he could realize this goal, it would be a truly successful transportation initiative. “We have to address the fact that the buses are so slow,” he said, “that they are not a good alternative to cars, because then you’re in this ever declining cycle of what’s it — non-virtuous cycle I think is what they would call it.”
The next public meeting on the Transitway is March 14. This story is far from over.
Mar
04
Security Hits: NYPD radio problems, state oversight
Posted by: | CommentsAs the weekend nears, how about some good old fashioned subway security fearmongering? First up, in a story that should surprise no one, the 15-year, hundred-million-dollar effort to bring subway-to-surface NYPD radio access to the subways has not been a success, amNew York reported this week. The City, TA and NYPD have invested $144 million into a system that cannot bridge the gap between stations and the world above, and the three sides are deflecting blame as it will require at least another $28 million to fix the system. “All were aware of the significant challenges that getting this system in place posed,” Kevin Ortiz, MTA spokesman, said.
Meanwhile, in Albany, a state senator from Queens wants to usher a bill through that would add another layer of oversight to the MTA’s security efforts. The bill would, as the Queens Chronicle reports, allow the Department of Homeland Security to “examine bus and subway infrastructure safeguards, issue findings and recommendations and see that those proposals are implemented.”
Mike Gianaris, a Democrat from Astoria who has sponsored this legislation, issued a statement: “We need anti-terrorism experts to oversee the security measures in place and ensure all necessary steps are being taken to make our mass-transit system as safe as possible.” Gianaris, who is concerned with the decreasing number of MTA employees working in stations, has his heart seemingly in the right place, but this effort, if it goes anywhere, should add security oversight and not unfunded obligations which the MTA cannot afford.
Mar
04
Looking at New York for a cross-Hudson solution
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New Jersey expects New York to pay for some of the next cross-Hudson tunnel.
When Gov. Chris Christie killed the ARC Tunnel nearly five months ago, one of his biggest complaints concerned the allocation of funds. New Jersey, the primary benefactors of the new tunnel, were expected to add $3 billion of their own money as well as any cost overruns while New York was on the hook for nothing. We could argue over the Port Authority allocations, but the truth of the matter was that New York State would have enjoyed a new tunnel without paying much. It was a valid complaint.
This week, with plans to build either an Amtrak-sponsored Gateway Tunnel or an extension of the 7 line to Secaucus, Christie reiterated his campaign promises. He would support increased transit spending, he said, as long as it’s a good deal for his constituents and as long as New York shoulders some of the costs as well. “I’m ready to invest in mass transit between New Jersey and New York. I’m just not willing to be fleeced for it,” the governor said. “That’s what the ARC was, a fleecing.”
During a transportation summit on Wednesday, Christie emphasized that point. “We have a better project that I know at some point someone will come to us and ask us to contribute to, and we will stand ready to do that,” he said. “But we will do that as partners with the federal government and Amtrak, and we will do that, I am certain, only under the condition that New York City and state contribute as well.”
As he again reiterated his belief that canceling ARC and throwing 20 years of planning out the window was a good idea, he continued: “Do we need another tunnel under the Hudson River for mass-transit? Yes, I’ve never denied that. I am not going to sign on as governor to deals that are bad for the taxpayers of New Jersey; bad deals in terms of the way the project is put together; and bad deals in terms of fairness in the region.”
That’s all well and good, but Christie’s comments, as they often do, raise some points. First, over at Gateway Gab, Jeremy Steinemann is skeptical. Steinemann is concerned about Christie’s decision to prioritize road widening coupled with his unwillingness to raise the gas taxes and says we’ve heard it all before.
Christie’s vocal support of mass-transit but his lack of action bears a resemblance to the rhetoric he displayed in the Gubernatorial election in 2009. His cancelation of the ARC project, for example, came as a surprise after he repeatedly expressed his support of the project as a candidate. What is clear, however, is that Christie will not push a trans-Hudson rail tunnel on his own. The political will must come from NY, NJ and the federal government.
But is Christie wrong in his assertions? Once upon a time, as on Subchatter noted on Thursday, the ARC Oversight Committee — available on this 2003 website snapshot — consisted of officials from New Jersey Transit, the MTA and Port Authority. New York had a say and a stake in the project, but as the decade wore on, New York’s role diminished to essentially nothing. Perhaps we can take comfort in believing that was the project’s fatal flaw, but Christie’s willingness to siphon rail money to roads makes me skeptical.
The overarching issue with ARC, Gateway of the 7 line extension is one of local government and expenditures. Who stands to benefit most from the new tunnel — New York businesses who can bring more commuters and tourists into the city or New Jersey residents who will find their commutes quicker and less stressful? Should New Jersey pay for transportation improvements that only incidentally end up in New York or should New York add more to the pot for a tunnel that adds to its economic allure?
The answer to those question is, obviously enough, probably both. To realize a new cross-Hudson rail tunnel, New York will have to add more to the pot, and they likely should. In an age of stretched state budgets though, it’s tough to see where the money will come from, and we may be in for a long wait until the next tunnel breaks ground.
Mar
03
Mangano eyeing LI Bus privatization
Posted by: | CommentsNow that the MTA has announced plans to cut 25 Long Island Bus routes, Nassau County Executive Ed Mangano is again promoting the idea of privatization to save the service. Mangano, who tried to find companies interested in the fall, claims the MTA is not running the service effectively and that privatization will cure those ills. “The MTA just wants more and more money. Now they want more money and they’re giving us half the service,” he said to Newsday.
As transit advocates and LI Bus workers were quick to point out, though, Mangano’s thinking is simply wrong. If the MTA can’t operate little-used bus routes at a break-even rate, a private company looking to turn a profit certainly won’t be able to offer the same service levels. Ryan Lynch from the Tri-State Transportation Campaign noted that Suffolk County’s system is a smaller one operated privately that requires three times the subsidies Nassau County has forked over to the MTA lately. “The county would be better served, and bus riders would be better served, if Nassau partnered with the MTA,” he said.
Mangano, who foolishly called for Jay Walder’s resignation over this issue in September, took heat from the MTA and LI Bus drivers as well. The MTA, which has cut LI Bus administrative costs by 30 percent, claims Mangano is just playing politics. “Mr. Mangano is more interested in shifting blame than in providing the service Nassau bus riders need and deserve,” spokesman Kevin Ortiz said.
Cindy Tropeano, a driver who heads Committee to Save Long Island Bus, expressed her skepticism as well. “It would be worse, if not the same,” Tropeano said of privatization. “We’re hoping that they wise up and that somebody put some money into it so that all of this can go away.”
The MTA is hosting a hearing on the cuts in March, and the board will vote in April. Will Nassau County leave 16,000 of its residents out to dry or can a deal be reached? Stay tuned.
