Archive for Metro-North
It’s hard to say which transit agency has had a worse go of it lately. New Jersey Transit had some banner years in 2012 when Hurricane Sandy knocked out hundreds of millions of dollars of rolling stock and followed that up by being unable to cope with greater-than-expected crowds during the 2014 Super Bowl. Meanwhile, Metro-North has been plagued by derailments, collisions and deaths over the past 16 months. It’s not been a good look for either.
So it should come as no surprise then that a New Jersey Transit official who was given the boot, in part, over the agency’s response to Sandy has found a new home at Metro-North. Karen Rouse of The Record had the story:
NJ Transit’s former railroad chief, who was pushed out in March following two tumultuous years that included the flooding of nearly 400 rail cars and locomotives during Superstorm Sandy, has landed a job within New York’s Metropolitan Transportation Authority. Kevin O’Connor, the former vice-president of rail at NJ Transit, started April 10 as Metro-North Railroad’s new chief transportation officer, according to Aaron Donovan, spokesman for Metro-North, a division of the MTA that provides rail service in suburban New York and Connecticut…
O’Connor came under intense public scrutiny in 2012 after Superstorm Sandy flooded hundreds of NJ Transit rail cars and locomotives that had been left to sit in low-lying, flood prone rail yards. Documents and emails revealed that NJ Transit did not follow a plan to move the equipment to higher ground, and instead left the rail cars and locomotives in the vulnerable yards in Kearny and Hoboken as Sandy approached. The damage to the equipment was upwards of $120 million.
In February, the Christie Administration shook up NJ Transit, replacing former executive director Jim Weinstein with Ronnie Hakim – herself a onetime former special counsel at the MTA. Hakim dismissed O’Connor and Joyce Gallagher, NJ Transit’s former vice-president for bus operations, within weeks…
Metro-North President Joseph Giulietti, in a written statement, expressed confidence in O’Connor. “I have known Kevin for decades and like many in the railroad industry, I have the utmost respect for his operational skills, his leadership and his management abilities,” said Giuletti, who took leadership of Metro-North in January. “He has 37 years of experience with Amtrak and NJ Transit, both of which are partners with Metro-North, and we will benefit from his long experience.”
O’Connor, according to Rouse, will replace John McNulty, a vice president at Metro-North, who is retiring this year.
Over the past year and a half, we’ve seen O’Connor’s name pop up in the ongoing coverage of New Jersey Transit’s response to Sandy. He repeatedly excused planning that left expensive rolling stock in flood zones and shortly after Sandy, got into a war of words with some of the agency’s critics over NJ Transit’s seemingly inept response to the storm. Yet, transit is incestuous in the northeast, and O’Connor, a few weeks after getting ousted from the Garden State, has landed with New York’s troubled agency. Maybe it’s a fit for both, but it’s certainly reasonable to eye this development skeptically right now.
In a scathing report concerning Metro-North’s recent safety troubles, the FRA accused the railroad of prioritizing trumped-up on-time performance over everything else, including safety, and urged the agency to make top-to-bottom changes to ensure the accidents we’ve seen over the past year do not become routine. The report comes just over three months after the fatal Spuyten Duyvil crash and a few days after a train struck and killed a worker on the Park Avenue viaduct.
The 31-page report is available on USDOT’s website. It does not hold back. In all aspects of operations, ranging from procedures near at-grade crossings to operations, the FRA urged the MTA to refocus on safety. “The overemphasis of on-time performance has had a detrimental effect on safety, adversely affecting the inspection and maintenance of track and negatively impacting train operations,” the report says. “Interviews and observations by FRA during the course of Deep Dive indicate that safety on Metro-North was routinely overshadowed by its emphasis of on-time performance. Employees across all crafts expressed concern with this emphasis, and further expressed the view that, while their individual safety is important, the need to maintain on-time performance is often perceived as the most important criteria.”
Furthermore, while the lack of PTC is directly to blame for December’s crash, overall, the FRA found “safety culture” lacking. “Currently, no single department or office, including the Safety Department, proactively advocates for safety, and there is no effort to look for, identify, or take ownership of safety issues across the operating departments,” the report states. “An effective Safety Department working in close communication and collaboration with both management and employees is critical to building and maintaining a good safety culture on any railroad. Metro-North’s current safety culture fails to create a positive and productive environment that encourages safe operations, and the Safety Department is ineffective as a proactive safety advocate.”
Metro-North leaders, in a press conference this morning, vowed to respond quickly. “Safety must come first at Metro-North. I will not allow any Metro-North trains to run unless I’m confident that they will run safely,” Joseph Giulietti, Metro-North president, said. “Safety was not the top priority. It must be and it will be.”
Transit advocates embraced the report’s recommendations. “Metro-North Railroad must act promptly and decisively to put its operation in order,” Metro-North Railroad Commuter Council Chair Randolph Glucksman said.
Failing to make real and meaningful changes in railroad rules, practices, and culture not only threatens the safety of Metro-North’s operation, but puts at risk the trust and faith of its riders. Metro-North’s reputation among its riders has been built over thirty years, and now is the time for management to refocus on the foundations of their operation and once again earn the riders’ confidence.”
The MTA has until May 17 to submit a safety plan, and the feds plan to meet with Metro-North officials next month to begin planning. The public’s trust in Metro-North, once the shining star amongst New York City’s commuter rail lines, depends upon it.
Update 4:45 p.m.: All Metro-North service to and from Grand Central has been restored, the MTA has announced. The Park Avenue viaduct is safe and sound, and service on all four tracks and all three Metro-North lines is running. The agency notes, however, that “trains will run at reduced speeds through the collapse zone to protect nearby employees and reduce vibrations as rescue and recovery work continues.” Expect crowding and delays during the evening rush hour.
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Posted (3:55 p.m.): The latest and greatest from the MTA, as of shortly before 4 p.m. on Wednesday:
MTA Metro-North Railroad is restoring some New Haven and Harlem line service from Grand Central Terminal after an explosion and building collapse next to Metro-North’s tracks running above Park Avenue. Customers who use the Hudson Line should take the B, D or 4 subway lines to 161 St and walk to Metro-North’s Yankees – East 153rd Street station.
Metro-North structural engineers have verified the integrity of the Park Avenue elevated structure. Two of the four tracks on the structure – the two farthest from the explosion site – have been restored to service after being cleared of debris, inspected for track and third rail integrity and approved for operations by Metro-North and the New York City Fire Department.
As more tracks are restored, the level of train service will increase. Train speeds may also be reduced to protect nearby railroad workers and to limit vibrations at the explosion site.
New Haven Line and Harlem Line customers should expect crowding and delays due to track limitations, with some local and express trains combined. The track configuration does not allow Hudson Line service to operate to and from Grand Central until more tracks are restored to service. Customers are urged to delay travel until later if possible.
The subway system is cross-honoring Metro-North tickets, and the Port Jervis and Pascack Valley Lines are cross-honoring Hudson Line tickets. More as service is restored.
As first responders and rescue crews continue to work at the site of an explosion and subsequent building collapse next to the Metro-North tracks at 116th St. in Manhattan, the MTA has announced service plans in effect until further notice. Essentially, the agency is urging riders attempting to reach points north to take the subway to the Bronx and transfer at nearby stations where Metro-North tickets will be cross-honored. Here’s the overview:
Harlem Line & New Haven Line
Southbound customers from the New Haven Line and Harlem Line will get off at the Harlem Line stations or Wakefield or Woodlawn for a short walk to the No. 2 for service to Manhattan. Customers can transfer to the No. 5 at E. 180th Street for East Side destinations.
Northbound customers for all Harlem and New Haven Line stations should take the No. 5 subway to East 180th Street and transfer to the No. 2 subway north to the 233rd Street Station, where they can walk a short distance to the Metro-North’s Woodlawn Station.
Hudson Line customers should take the No. 4 to 161st Street Station (Yankee Stadium) and walk west to Metro-North’s Yankees – East 153rd Street station for service to points north. The D subway also goes to 161st Street.
Southbound Hudson Line customers will go to Yankees-East 153rd Street and transfer to the No. 4 or D subways, or to Marble Hill and transfer to the No. 1 subway at 225th Street, an elevated station.
According to the MTA, there are currently no stranded trains, but power has been cut to the third rails of all four tracks near the explosion. The MTA urges customers to “consider limiting travel today if they can,” but as the explosion occurred at the tail end of rush hour, most commuters were already in the city this evening. It’s not clear that this situation will be resolved by the evening rush, and I’ll update this post as more information becomes available.
As a new year dawns, it’s become an annual tradition these days for commuter rail lines in New York City to announce record ridership numbers and continuing growth. Metro-North, the Long Island Rail Road and New Jersey Transit have seen numbers not matched since the age of the automobile dawned, and with congestion in the region worsening and gas prices rising, this is a trend with upward growth that shows no signs of slacking off.
Along with higher ridership comes more crowded trains. We’ve seen this in the subways, and commuter rail passengers who are on packed trains every day live through it as well. It is starting to become a problem and one, at that, with no easy solution. Jim O’Grady at WNYC has the story, railroad by railroad:
Riders like Wadler wonder why the railroads don’t simply add more trains. The answer is limited track space. Long Island Railroad has nine branches that converge on a three-track bottleneck beneath the East River that it shares with freight and Amtrak trains. Railroad president Helena Williams says most of those trips end at Penn Station, where track space is at a premium. “We only have so many opportunities to put trains through our system and into Penn Station,” she told WNYC during an interview at the MTA’s Midtown headquarters…
Metro-North has six fewer branch lines and more rail yard space than Long Island Railroad. But it, too, has short platforms and is bursting with passengers, especially on the New Haven Line. Metro-North would like to add double-decker trains, which carry more people and are used by commuter lines around the country, including the LIRR and New Jersey Transit. But spokesman Aaron Donovan says the issue is not enough headroom—for the trains…
New Jersey Transit has dozens of double-decker trains that fit through tunnels under the Hudson River. The problem is the number of tunnels: two. Spokeswoman Nancy Snyder says those two tunnels carry all of the Amtrak and commuter train traffic between Manhattan and points west.
O’Grady’s piece drills down on each railroad’s challenges, and we know that New York City is constrained in that Manhattan is an island. But while the situation is dire, there is some faint glimmer of hope for certain commuters. First, East Side Access may eventually open, bringing more riders on the LIRR and better distributing them throughout the city. The Penn Station Access plan could follow which would help Metro-North. New Jersey Transit, though, in the ARC-less present, is relying on Amtrak’s Gateway Tunnel to remove some trains from the Hudson River bottleneck, and it’s not clear when, if ever, that tunnel will become a reality.
We can wring our hands over ARC and the missed opportunities, and we should be worried that few in Albany and Trenton are actively seeking a solution to this capacity problem. We should discuss through-running at Penn Station to bolster capacity as well. But because of geography, politics and economics, these capacity concerns represent a problem that won’t soon disappear.
While returning home from a trip to the Peekskill Brewery this past Sunday, we found a pair of seats in the front car of our Hudson Line train. As the express pulled out of Peekskill en route to its next stop at 125th St., I noticed two train employees in the front cab. This change in staffing came about as a direct result of the fatal crash in December, and the ongoing NTSB investigation.
Since the accident and following a year of bad publicity and poor operations, Metro-North has lost one president. Much as NJ Transit Executive Director is stepping down in a few weeks, former Metro-North President Howard Permut stepped down two weeks ago. His time was up, and Joseph Giulietti’s is beginning. Needless to say, there are likely many more changes on tap for Metro-North.
On Tuesday, the National Transportation Safety Board issued another set of recommendations to Metro-North. Their investigation is far from complete, and as the Daily News has repeatedly noticed, they haven’t focused much on the train operator who may or may not have dozed off while driving. But for now, the NTSB wants Metro-North to install permanent speed limit signs along its route and place crash-resistant cameras inside and outside their train cabs to improve oversight and, in case of need, investigations.
In a letter to Giulietti, Deborah Hersman, chair of the NTSB, explained the board’s request:
Information developed thus far in our investigation of the December 1, 2013, derailment indicates that, while Metro-North posted signs for temporary speed restrictions, it did not use approach permanent speed restriction signs for permanent speed restrictions, such as the 30 mph speed restriction at the derailment location. As a result of the accident, Metro-North installed approach permanent speed restriction signs to aid operating crews at the derailment location, as well as in three other locations where the permanent speed restriction is greater than 20 mph less than the prevailing speed. The NTSB believes that Metro-North should take additional steps by implementing a more systematic approach and install such signs at all locations where permanent speed restrictions are in place. Although posting of these signs may not have prevented the December 1, 2013, accident, in the process of investigating that accident and the others mentioned above, the NTSB noted this issue and felt it needed the attention of Metro-North. It is crucial that locomotive engineers and conductors know the location of speed restrictions that are identified by milepost in the timetable or in operating bulletins. This will alert train operating crews that speed restrictions are forthcoming and will comply with industry best practices.
Additionally, the NTSB issued a call for inward and outward facing cameras. “The images and audio captured by recorders can be invaluable to our investigators,” Hersman said. “Understanding what is happening inside the cab just prior to a crash can provide crucial information about how to prevent future accidents.”
The release from the NTSB seemingly came out of nowhere as it the investigation, as I mentioned, is still ongoing, but Hersman was due to meet with Giulietti yesterday. The NTSB seems to think it can attract attention to some operating, especially in light of Metro-North’s temporary measures and signage.
As New York Senator Chuck Schumer voiced his support for the NTSB’s recommendations, the MTA vowed to continue to work with the NTSB to improve rail safety. “We have received the NTSB’s recommendations and we are studying them closely,” agency spokesman Adam Lisberg said to the Daily News. “Metro-North is working with the NTSB to address questions about implementation of the report’s recommendations.”
Year-end ridership numbers for the various MTA train lines are starting to trickle in. It’ll be a few more months before we have a snapshot of subway ridership for 2013, but we know that both the Long Island Rail Road and Metro-North reported increases in train travel last year. For Metro-North, in fact, 2013 featured record ridership. Now imagine if trains weren’t derailing far more regularly than we’d like.
For east-of-Hudson service, Metro-North’s 81.8 million passengers topped the record set previously set in 2008. Not coincidentally, as the region’s economy and job outlook has improved, so too has commuter rail ridership. On a line-by-line basis, the Harlem Line saw ridership grow by 1.2 percent and carried nearly 27 million passengers while the New Haven line carried a record 38.975 million customers. The Hudson Line carried just under 16 million riders. West-of-Hudson ridership declined by a few percentage points as, per the MTA, the ridership “has been slow to recover since Hurricanes Sandy and Irene.”
Meanwhile, out on the Island, the LIRR’s total ridership topped 83.4 million, making it the busiest commuter rail system in the nation. It was the seventh highest ridership total since the end of World War II, and it too was driven by an improving economic outlook and the opening of the Barclays Center. “We are seeing an increase in both commuters going to work and occasional riders,” LIRR President Helena E. Williams said in a statement. “We had the opportunity to add back some service in 2013 and we are pleased that riders are responding by using the LIRR more often to get to work as well as for leisure and other travel during the off peak periods. We believe the increase in ridership also reflects an improving Long Island and NYC economy.”
Joseph J. Giulietti, a 42-year transit veteran, will replace outgoing Metro-North President Howard Permut on February 1, MTA Chairman Tom Prendergast announced today. In the first public statements following reports of Permut’s sudden retirement, Prendergast praised the outgoing president and welcomed back Giulietti, the current executive director of the South Florida Regional Transportation Authority, the agency that operates Tri-Rail.
“Joe began his railroad career as a brakeman and assistant conductor on the Penn Central Railroad, and has honed his operational and leadership skills through positions of increasing responsibility,” Prendergast explained. “I am confident Joe will quickly focus on enhancing Metro-North’s strong operational standards and safety practices, while continuing to develop the railroad’s future as a critical link in the region’s transportation system and economy.”
Giulietti first started working for the railroad that would become Metro-North in 1971 when it was then Penn Central. He became a foreman with Conrail in 1978 and served as superintendent of transportation when Metro-North began operations in 1983. Before departing for sunny South Florida in 1998, he had served as engineer of track for the Harlem and Hudson lines and assistant director of transportation and schedule coordination, among other roles, at Metro-North.
Coming in after a year of troubles, Giulietti will have to restore both the perception and reality of safety to the beleaguered railroad. “Metro-North’s customers have learned to have high expectations of their railroad,” he said, “and I want to ensure it always performs safely, efficiently and effectively for the future.”
It’s been a rough 12 months for Metro-North. Headlined by December’s fatal derailment near Spuyten Duyvil, the commuter railroad faced power problems over this fall and a series of high-profile collisions and derailments earlier in 2013. Now, according to a report in The Times, Metro-North President Howard Permut will step down at the end of January after nearly six years on the job.
It’s unclear from initial reports if Permut’s resignation is related to the safety issues. I think it’s safe to assume the recent spate of problem is at least partially responsible for the move. For now, neither anyone at the MTA nor Permut himself has issued a statement, but Matt Flegenheimer has this report:
Mr. Permut announced his retirement to staff members at a meeting late Monday afternoon, a transit official said. The official said that Mr. Permut is expected to be replaced by Joseph Giulietti, the executive director of the South Florida Regional Transportation Authority, and that Mr. Permut intends to stay until the end of January to help with the transition…A member of Metro-North’s original team in 1983, the year the railroad was brought under the auspices of the Metropolitan Transportation Authority, Mr. Permut became president in 2008, steering the railroad as it burnished a reputation as one of the region’s most reliable commuter systems.
But last year seemed to deliver one nightmare after the next, prompting concerns from riders and attracting the glare of federal investigators. In May, a train collision on the New Haven line injured scores of passengers. Less than two weeks later, a track foreman in West Haven, Conn., was struck and killed after a trainee rail controller opened a section of track without proper clearance. Other episodes included the disruption of service on the Hudson line in July after the derailment of a freight train in Spuyten Duyvil and a series of problems on the New Haven line in September after the failure of a Consolidated Edison feeder cable.
But it was the crash on Dec. 1 that was particularly devastating. Four people were killed and more than 70 were injured when a Hudson line train hurtled off the tracks early on a Sunday morning just north of Spuyten Duyvil station. The train’s operator became dazed at the controls, according to his lawyer. Metro-North had never before suffered any accident-related passenger deaths. The derailment focused attention on safety features that had been missing from Metro-North, including a system to enforce speed limits around sharp curves like the one at Spuyten Duyvil.
The dots, I’d say, are firmly connected here, but I’ll have more once the MTA comments.
Meanwhile, as Permut exits on a down note, his legacy at the railroad should be a better one than that. As The Times noted, he was involved in the formation of Metro-North out of the Conrail entity in 1983 and had led efforts that resulted in record ridership and, until recently, record reliability for Metro-North. He helped streamline scheduling, marketing and advertising for the railroad, and for better or worse, he oversaw an initiatives to better utilize parking spaces and connecting services.
When Permut was named President, he noted that safety was a major focuses. While ridership has hit record highs throughout his tenure, he leaves on a down-note with regard to safety and reliability. Joseph Giulietti, who spent over 20 years with Conrail and Metro-North, will have to clean up while overseeing the positive train control installation and retaining and attracting riders. It’s not an easy job right now.
In the aftermath of last month’s fatal Metro-North derailment, MTA Chairman and CEO Tom Prendergast knew he had to act quickly and decisively to confront safety concerns. The commuter railroads were unlikely to be compliant a federal mandate to install positive train control by the end of 2015, and public perception was starting to weigh against Metro-North. To speed up the project, estimated to cost at least $670 million, the MTA has applied for a $1 billion loan from the feds, Ted Mann of the Wall Street Journal reports today.
Meanwhile, Mann also spoke with Prendergast about his previous experiences with safety concerns. As a young engineer in Chicago in the 1970s, the current MTA head had to face down similar problems after a pair of fatal CTA derailments. Prendergast is hoping to strike the right balance between a reliance on technology and the need for human decision-making. It’s not an easy balancing act, and time is not on the MTA’s side.