News round-up: A shorter L train shutdown, garbage cans return, a(n unbelievable) reason for bus ridership dipBy
The MTA Board is gathering for something of an unusual meeting on Monday. Since a few Board members couldn’t make the last meeting in mid-March, the Board did not have a quorum to approve procurement contracts. So they’re getting the gang back together again for an early-April gathering, and the headline is the L train shutdown.
The news is good for New Yorkers. After extensive negotiations with a variety of firms, the L train shutdown will be 15 months rather than 18 months, and work will begin in April of 2019 rather than in January. The news first came to light a few weeks ago, and the Board will vote to make it official in the morning when they approve a $477 million contract with a Judlau/TC Electric joint venture. Judlau has taken some flak for its failure to adhere to deadlines, but it has delivered Sandy repair projects on time or ahead of schedule so far.
The details of the shutdown remain substantially the same. The MTA will close the Canarsie Tube between Brooklyn and Manhattan for 15 months and will piggyback some ADA work and a new station entrances at Ave. A to the closure. The MTA does not appear to be using this shutdown to perform any other work on the L train’s Manhattan stations — which could include renovations or even an extension of the tail tracks west of 8th Ave. to allow for increase route capacity. Additionally, the MTA and New York City Department of Transportation have not yet released their traffic-mitigation plans, and the slow pace of discussions regarding alternate routing for a few hundred thousand riders a day has raised some concerned eyebrows. Transportation Alternatives recently held a design contest to solicit ideas for the so-called L-pocalypse, and I’ll profile the winning ideas later in the week. Whether 15 months or 18, though, the shutdown looms large, and the next two years will pass in a hurry.
MTA ends trash can-free pilot program
One of the MTA’s on-again, off-again pilots ended for good recently, and it died a death by neglect. With little fanfare, the MTA will soon restore trash cans to a handful of stations that had been part of the controversial trash can-free pilot program that begin in late 2011 and expanded throughout 2012, 2013 and 2014. As recently as 2015, the agency had claimed the program was working as trash collection costs were down and so, they said, were track fires.
But it’s over and done with. As NBC New York reported last week, the agency determined to pull the plug on this project late last year. An MTA spokesperson said, the project ultimately “wasn’t the most efficient way to clean the stations,” and critics of the effort celebrated. “It took the MTA five years, but we are gratified that it recognized the need to end this controversial experiment that showed little to no improvements in riders’ experience,” New York State Comptroller Thomas DiNapoli said.
I maintain this project could have been successful, but it would have required a system-wide commitment to removing trash cans and aggressive anti-litter enforcement. Ultimately, though, this isn’t a customer-friendly initiative, and antagonizing customers is something the MTA can ill-afford to do. So the trash cans, and trash collection, will return as another MTA pilot program that never had a path to success dies by the wayside.
MTA Official: Buses aren’t popular because subway service is too good
Even as advocacy groups continue to push for better bus service, the MTA keeps denying that bus service is bad or that steadily declining bus ridership is a concern. Anyone who has ridden a bus lately knows that they stop very frequently, are slow to board and are subject to the whims of New York’s congested streets. Still, MTA CFO Michael Chubak thinks that bus ridership is declining is because the subways are great again. During a recent City Council hearing, he let slip this missive: “One of the major reasons, we believe, is competition. Essentially the subway has improved over the last 20 or so years” and so riders are using subways instead of buses.
There may be some truth to this claim, but Chubak also said BusTime could spur on bus ridership. His seemed to be particularly half-hearted answers that showed a lack of familiarity with the city’s bus network. The problems would be evident if MTA officials spent a few weeks riding buses, but it seems for now they’re flailing about for answers as a key transit mode suffers through a steady decline in ridership.