Link: The Atlantic tackles NYC’s transit tech woesBy
Despite journalistic claims of objectivity, some of the best reporting happens when a writer pursues something personal. In this instance, James Somers wanted to know why his F train stop at Carroll St. didn’t have countdown clocks, and what he undercovered made for a massive piece in The Altantic on the dreadful state of the MTA’s technology and its efforts at modernizing. As you may imagine, what Somers found is an agency beset by institutional paralysis, on the one hand, and a fear of taking any risks, on the other.
What Somers uncovered is an open secret amongst the transit literati. The MTA admits it to those who ask, but it’s rarely publicized. The truth is that the F train — and all B division trains — do not have countdown clocks because the MTA doesn’t know where the trains are. The fixed-block signal system doesn’t allow for MTA operators or individual towers to identify which trains are where, and those non-stop signal problems we hear about can, the MTA says, be caused by something as innocuous as debris on the tracks.
I’d like to spend more time discussing some of the issues Somers’ piece raised, but for today, let’s delve into one section — the tale of bringing CBTC to the L train:
[The RPA’s Richard Barone] explained that the Canarsie pilot suffered from problems that weren’t unusual for big transit projects in New York. The first was outmoded work rules. CBTC is designed so that trains can run themselves. But the L still has two-person crews on board every train. They’re not very busy: An April 2007 article titled “Look, Ma—no hands!” in the trade magazine Railway Age featured a delighted train supervisor named Lance Parrish riding in a CBTC-equipped train on the Canarsie Line. “All Parrish has to do is scan the onboard displays and acknowledge a flashing/beeping alerter every 20 seconds.”
…The second was a fear of change. It costs $168,000 per track-mile per year to maintain trackside signals, 90 percent of which is spent on labor—much of it done overnight and on weekends, qualifying the workers for overtime. If those signals were eliminated, millions of dollars could be saved each year. But New York decided to run CBTC on top of a reduced form of the old fixed-block signaling system, requiring that both be expensively maintained, despite evidence from other cities that no backup was necessary. (In Vancouver, the SkyTrain has had no CBTC-related accidents in more than 26 years.) And the fact that the two systems had to work together—requiring the supplier to study the old signals in depth—became a major source of delays.
Barone says New York just wasn’t willing to rip the band-aid off. Cities like London deal with major transit upgrades by packing maintenance and line closures into as short a window as possible, however painful that might seem at the time. New York, by contrast, draws out its track maintenance. When I spoke to the president of Thales Transport & Security, one of two major CBTC suppliers to New York, he said that “getting time on the track is by far the biggest schedule driver.” Crucial test-runs get queued behind miscellaneous track maintenance, so that it takes months to validate even small changes. “In the New York mindset,” he said, “there just isn’t the concept of the trains ever stopping.”
All that waiting isn’t free. These are huge projects for a company like Thales; they’ll spin up a whole office, a whole mini workforce, just to work on it. And when they’re waiting for track time, that workforce doesn’t just spin down—it continues to get paid. Anticipating delays, contractors inflate their bids.
So what we see here in this one little excerpt from a much longer story is an insight into why the MTA can’t seem to bring technology innovation to our system in a timely fashion and, in part, why everything costs so much. If we are to reform MTA practices and get more (or perhaps any) bang for the massive amounts of capital bucks to which the agency now has access, we’re starting to understand the best places to start.
More coming later when we look at how Somers explains the countdown clock conundrum. In the meantime, be sure to check out the full article. It’s well worth the read.