Archive for MTA Absurdity
I recently had the opportunity to look at a calendar, and I was shocked to discover that it’s 2015, by many accounts the 15th year of the 21st Century. Considering how much time has elapsed since the heady days of the Y2K threat, that Limp Bizkit song called, for some reason, “9 Teen 90 Nine,” and unironic promises to “party like it’s 1999,” you would think that the country’s busiest transit agency would have perhaps planned for the 21st Century by now. You could be forgiven for being wrong.
In a move that resembles a bit of Orwellian nomenclature, the MTA, according to Pete Donohue, has named a Vice President of 21st Century Service Delivery. Better late than never, right? Here’s the story:
Transit officials recently created a new top-tier executive position for the subway system: vice president of 21st Century Service Delivery. The job was given to NYC Transit division veteran John Gaul.
Gaul’s will focus on improving customer service, relieving subway overcrowding and spearheading other priorities such as a new fare-paying system to replace the MetroCard, Metropolitan Transportation Authority spokesman Kevin Ortiz said.
“He will lead efforts to redefine how we deliver customer service within our system; everything from train service to how we communicate with our customers, how we can accelerate bringing new technology into the system … and how we can strategically and aggressively enhance capacity within our system.”
Color me highly skeptical, but shouldn’t the MTA have been playing for the 21st Century, say, 20 or 25 years ago and not a decade and a half into the 21st Century? On a more practical and less snarky level, none of the elements of Gaul’s job that Donohue described are particularly unique to the 21st Century. If anything, Gaul is helping the agency catch up to where they should have been where the 21st Century dawned.
In presenting the story to the Daily News, Transit sources cited a slew of technological advancements and initiatives that won’t wrap for a few more years. We see mention of a new fare-payment system that should have been implemented already and likely won’t be fully installed before a quarter of the 21st Century elapses. We see a nod to the Help Point customer intercom system, a technology rendered redundant by cell phone service and one hardly new to transit systems (or college campuses) across the nation. We see Transit officials hoping that Gaul can work to “relieve subway overcrowding” — something that can’t be accomplished without signal upgrades and perhaps automatic train operations. By and large, these are late 20th century challenges not otherwise unique to our times.
So what should a 21st Century Service Delivery ops team work towards? For one — and especially for the MTA — the eyes should be focused on mid-21st Century anticipations. Speed up the pace of technological adoption and work on those B Division countdown clocks with some urgency, but also work to anticipate new transit trends in both customer-facing technologies but also in service patterns. How can the MTA grow today to meet demands of New Yorkers in 30 or 40 years? Inevitably, that would require serious cost and efficiency improvements. Is Gaul up to that challenge?
Ultimately, the MTA as a whole should be looking to the 21st Century. One position alone won’t be sufficient, and perception that this is nothing more than a nod to progress (rather than actual progress itself) will be tough. Gene Russianoff, in a statement to Donohue, said it best, “What should the chief goal of the new 21st century subways and buses vice president? Why, to get the transit agency into the 21st century before it ends.”
Let’s talk about the old City Hall loop station long out of service. Sitting under City Hall Park and, well, City Hall, it’s a Guastavino beauty that served as the launching point for the crazy, cacophonous subway system we have come to know and, at various times and various moods, love or hate. It closed to passenger service in 1945, a victim of a poorly designed platform and declining ridership. It’s open now for tours, and passengers are permitted to ride 6 trains through the loop from the southbound Brooklyn Bridge platform to the north side. Take that ride during the day if you never have. It’s the closest thing you can find to hopping into a time machine.
Let’s also talk about the Transit Adjudication Bureau. The TAB is a quasi-judicial body set up to adjudicate summons issued in the subways and buses by NYPD cops. Since the hearings concern infractions and summons that don’t rise to the level of criminal charges, civil rights advocates, while wary of the TAB, have not gone to the mats over due process concerns. The TAB need not have due process protections required of criminal courts, but so long as some process is followed, it works. When that process breaks down, though, it’s concerning.
A few weeks, Joshua Patchus wanted to catch that City Hall stop, and so he and a friend rode the 6 through the loop. His subsequent blog post gives away the ending: He got a summons and decided to fight it. He lost in front of the Transit Adjudication Bureau. He broke no rules and no laws, and he shouldn’t have received a summons. Then the TAB failed. To me, that’s concerning.
Josh and I exchanged emails this week concerning his plight, and his story is a by-the-books example of transit justice gone wrong. The 6 train Patchus boarded announced “This is the last downtown stop on this train, the Next stop on this train is the Brooklyn Bridge/City Hall on the uptown platform.” That’s a clear sign that it’s safe to stay on. The train left Brooklyn Bridge and proceeded through the City Hall Loop without stopping. As Josh explained to me, it took about as long to go from the downtown platform to the uptown platform as it did for the train to go from Canal St. to Brooklyn Bridge.
When the train arrived on the uptown platform, two police officers asked Patchus and his friend to exit the train. The cops then handed out summonses alleging a violation of Rule of Conduct 1050(6)(2d) — which is a posted sign or announcement. Patchus decided to fight and had as evidence the 6 train recording and an affirmative from the conductor allowing him to stay onboard. Still, it wasn’t enough to convince the TAB judge who claimed that the summons was “legally sufficient to establish a prima facie case.” The TAB decision stated as well that the “Respondent did disregard the overhead announcement.”
Now, clearly, the TAB was wrong. There was no overhead announcement because it wasn’t a violation of any rule to ride through the City Hall Loop. The summons is more defensible because these things happen for a variety of reasons. Maybe the cops were new to the beat; maybe they weren’t trained. The MTA has since assured me that the agency will work closely with the precincts to ensure riders are not ticketed for riding through the Loop.
What happened with the TAB raises serious concerns though. The TAB’s own procedures require the ticketing officer to prove that the respondent — in this case Patchus — has violated a rule, and the person receiving the summons can then dispute this claim. It’s the bedrock American principle of innocent until proven guilty. It doesn’t seem as though the TAB adjudicator cared much for this procedure or for the rules, and a ticket for something that isn’t a ticketable offense was upheld.
Now, for Patchus, all’s well that ends well as the MTA plans to get his case dismissed, but that happened only after reporters started sniffing around the story. Patchus had in fact planned to appeal, a move that would have cost him more time. The MTA couldn’t provide much information on how TAB got this wrong, but I wouldn’t be too thrilled to have to fight an improperly issued ticket only to see it upheld. The system seems broken, and outside of concerns over the constitutionality of TAB proceedings, the consequences have real costs for subway riders.
You see that cat up there? As kittens go, it’s a pretty cute one, and it seems to be a fan of the subway. But what if that cat were responsible for a two-hour subway shutdown? What if you missed a doctor’s appointment, a lunch date or an airplane because this cat was prancing around the subway tracks?
Earlier today, the MTA severed third rail power to the Brighton Line for nearly an hour and a half as MTA employees tried to corral this kitty and another off the tracks. There was no B or Q service from DeKalb Ave. to Brighton Beach from shortly after 11 a.m. until 12:45 p.m. when trains began running local. Full service was restored a little after 1 p.m., two hours after the ordeal began, and the cats escaped rescue.
It’s not immediately clear how many people were delayed for this failed mission. The MTA ran some buses while subway service was out, but the Q and B lines run under and next to some rather slow-moving stretches of road in Brooklyn. Is it worth it? On the one hand, everybody loves cute kittens; on the other hand, subway service was completely shutdown on a key artery for nearly two hours. Call me heartless, but I think it fails the cost-benefit test.
When the state of New York forced the MTA to rename the Brooklyn Battery Tunnel after one-time Governor Hugh Carey, I derided the move. It replaced a useful geographical name with the moniker of someone who served the state over 30 years ago. He had a long and distinguished career, but did we truly have to name a piece of infrastructure after him?
This week the move came back to bite the MTA in a rather hilarious way. As the Advance of Staten Island noticed, while programming in a service alert earlier this week, a hapless MTA employee accidentally termed it the Hugh Grant Tunnel. A screenshot of the error is below.
The MTA rushed to correct the error, but it will go down in the annals of the Internet as a classic one and a prime example of the errors that can happen when bold-faced names end up on tunnels. In related news, are you ready for the closure of the R train’s Montalban Tunnel this weekend?
As part of the MTA’s effort at making travel easier for parents with small children, kids 44 inches tall and under may ride the subways and buses for free when accompanied by an adult, but this rule has some strange consequences. The problem, as one Staten Island Council member recently noted, is that height isn’t consistent across ages. As growth charts show, some kids may reach 44 inches at 4 while others may not get there until almost 7 years of age.
Debi Rose wants the MTA to address this problem by moving toward an age-based solution. Based on the 50th percentile on the height charts, children five and under can ride for free. “Due to healthy eating and diet, and the fact that some families are just predisposed towards height — towards tallness — they are being charged the full fare for children who look like they’re older than 5, but in essence are not,” Rose said to the Staten Island Advance.
Of course, age is just as challenging to enforce as a height limit. Kids taller than 44 inches frequently pop under the turnstiles, often at the urging of their parents, and there’s no real way for a bus driver to ascertain a child’s age. Still, for those that embrace the honor system, an age limit seems more reasonable than a height limit, no?
Over the years, we’ve heard a lot about the two intertwined MTA issues: deferred maintenance and sloppy inspection efforts. The city’s subway network suffered for decades from deferred maintenance, and the agency has struggled to maintain even a state of mediocre repair, let alone a good one. Meanwhile, falsified signal inspection efforts have led to multiple arrests in an ongoing scandal. Now, a new MTA Inspector General’s report sheds light on insufficient structural inspections as well further highlighting the problems with and challenges facing the MTA.
The main gist of the MTA IG report — available here as a PDF — is that the MTA’s efforts at inspecting structural elements of the aboveground portions of the subway is deficient. I’ll get into the details shortly, but the MTA essentially accepted the report and its findings. In a letter to the MTA IG, then-Transit President Tom Prendergast had this to say:
The report and the ongoing discussions with your office during the analysis have been instrumental in helping us look at our overall responsibilities related to structural inspections in a way that will help ensure we not only address any/all deficiencies, but also get the maximum benefit from [our inspections]. We are in agreement with the substance of your findings and all recommendations and are taking a number of actions with respect to the structural inspection process at NYC Transit.
And now some details. From a top-line perspective, the IG found that inspections that should have been conducted annually weren’t happening on time, that no one at Transit was responsible for the Rockaway Viaduct inspections, that inspections of “hard-to-reach station ceilings” were already two years behind schedule, and that abandoned sections of stations that currently provide structural support to active parts haven’t been inspected. If this is now making you fear that your next train is going to tumble off an elevated bridge when the structural supports fail, I don’t completely blame you.
The report goes on to assess each issue on a case-by-case level. For instance, on the elevated sections of the J and Z trains’ BMT Jamaica Line, IG inspectors found $25 million worth of corrosion in various supports. The reports slams Transit’s Maintenance of Way inspectors for missing the damage. “These defects did not pose immediate danger,” the IG said, “but were nevertheless serious and should be corrected as part of a future capital project.”
How the inspectors missed these problems is even more damning. Essentially, they didn’t do a thorough job. The corrosion was evident from the station platforms, and the Inspector General concluded that MOW inspectors “‘had not focused’ on elevated-station-related defects for the past several years…because its inspectors had erroneously believed that Station Maintenance was responsible for conducting these inspections.” This is a classic left hand-right hand problem with potentially serious consequences.
The other explanations follow suit. We know there are issues with vaulted ceilings as we’ve seen them collapse. We know New York City’s bridges are structural deficient because it’s been in the news for years. One aspect of the report, though, struck me as particularly short-sighted, and that area concerns the former 9th Ave. terminal of the Culver Shuttle.
According to the Inspector General, the MTA “does not inspect all structures that are no longer used to provide service to passengers but that still serve as supports for structures above or adjacent to them.” Pick your jaw up off the floor, and I’ll continue. “Most such structures,” the report explains, “are abandoned sections of stations that support structures above, such as active stations, tracks, buildings, or streets.” One is an abandoned station at 9th Ave. on the D train’s West End line.
For decades, the Culver Shuttle’s former terminal has sat unused and above it, is an active station on the D line. Here’s how this tale plays out:
During our review of the West End Rehabilitation, we asked the Chief Engineer about the condition of the lower level of the 9th Avenue Station in Brooklyn, which is part of the West End Line, but has been abandoned since 1975. The lower level supports the upper, active level of the station, including its platforms and tracks. The Chief Engineer told us that personnel from MOW Engineering have been inspecting the lower level on an annual basis. He added that the structure is deteriorated in that it has dozens of “A” defects. He also acknowledged that MOW has known for decades that the structure was in need of repair but had not corrected the conditions. When we asked the Chief Engineer why MOW had allowed the condition to persist for years, he had no explanation. However, he noted that while the structure was in need of immediate repair, in his judgment structural collapse was not imminent because it was “overengineered.” The general superintendent for iron operations26 echoed this view, and also told us that the station was further protected by the five mile-per-hour speed restrictions placed on trains because of the curve in track just south of the station.
After the IG started poking around, the MTA initiated a $20 million repair program to shore up the station supports. When push came to shove, the money materialized.
Ultimately, this moral of this report is one that urges caution and structural soundness, two elements we should expect out of a subway system tasked with moving millions. It also highlights the physical dangers of deferred maintenance. The MTA faces a crushing backlog of good repair projects and simply cannot keep up with demand. Even as Transit vows to improve its inspection efforts, delayed repairs will mount. As the report says, “In our view, NYC Transit simply can no longer tolerate the continued risk presented by critical structure-inspection deficiencies that safety-related structural defects will go undetected and unaddressed.” In other words, better safe than sorry.
In what is possibly the weirdest MTA-related story in years, DNA Info reports today that the 7 line extension is safe from electric eels. Now, an astute reader may be wondering how this came about a year before the project is due to wrap and why anyone would be focusing on electric eels in the first place. Well, the story is quite strange.
As Jill Colvin reports, MTA Board Member Charlie Moerdler raised the issue at a recent board member when he claimed to remember eels coming ashore and wreaking havoc on metal pipes during construction of the Javits Center. Moerdler helped the Javits Center secure an exemption to New York’s plumbing rules, and the convention center received permission to use plastic piping. “That’s the issue. Does it apply to the 7 line and does it apply to the area where the Hudson Yards is?” he asked.
Colvin dug up the March 1980 Final Environmental Impact Statement for the Javits Center and could find no mention of electric eels raising any alarms. She also spoke with the eel project coordinator at the Hudson River Eel Project who said that electric eels do not live in New York Harbor or the Hudson River. “I don’t think you have to worry about electric eel damage,” Chris Bowser said. The MTA, meanwhile, has no plans to to eel-proof the West Side subway extension, and I for one am glad that’s settled.
The MTA’s various elevators do not have the most sterling of reputations. The ones necessary to leave deep stations in Upper Manhattan and Clark St. are dismal and foreboding. Many of the newer ones smell bad, and they’re breaking down constantly. Sometimes, those two problems are related.
Enter the LIRR’s Woodside elevator. Earlier this week, LIRR President Helena Williams shared some gruesome details about this lift. Calling it a “vertical urinal,” Williams explained how this elevator is going to need to be replaced because too many people have peed in it. According to LIRR figures, the elevator was functional only 58 percent of the time last month, lowest in the system, and no one is too pleased to have to ride it.
Strangely enough, as DNA Info notes, the station complex has five other elevators that aren’t nearly as contaminated and public restrooms as well. Though, whether or not you’d actually want to use those restrooms is a very personal decision. But no matter the answer, please just stop peeing on the transit system’s escalators.
Over the past few months, Matt Flegenheimer of The Times has documented a few of what can charitably described as the MTA’s operating quirks. He wrote about the mad dash that happens between uptown express and local trains at 34th Street when an express Q faces off with a local N, and he profiled the way 6th Ave.-bound commuters at Essex/Delancey fill the staircase as they attempt to guess if the F will show up before the M or vice versa. A modern system, of course, would automate service announcements concerning these train operations, but the MTA isn’t there yet.
Today, Flegenheimer tracks down another operation quirk, this time concerning a privately-operated exit at the 5th Ave. station on 53rd St. The full story is here, and I’ll excerpt:
Beginning at 9 p.m. on weekdays and Saturdays — as several signs on the platforms can attest — the station’s Madison Avenue exits are closed. But an interior gate often remained open about an hour longer, laying the trap that led riders to the escalator, the turnstiles, the gate and, after a few moments of deliberation, the decision: Jump the turnstile to seek another exit? Call for help? Or, for those without unlimited-ride MetroCards, spend a second fare, not to enter the subway system, but to escape it?
First, the explanation. The top level of the station is owned by private companies, whose personnel control the street-level gates. On two recent nights, the gates were closed at or around 9 p.m. The gate on the platform is operated by Metropolitan Transportation Authority workers, who say their shift schedules usually summon them to the station around 9:45 or 10. “I don’t know why they make the schedule like this,” one worker, Daniel Martinez, said as he locked the gate last Thursday evening. He began his evening at the station at 53rd Street and Lexington Avenue at 9 p.m., he said, and needed to perform several errands there before walking toward Madison Avenue. “For those 30, 45 minutes,” Mr. Martinez said, “I’m saying to myself, ‘How many times have people gone up and come back down?’ ”
On that night, and another, 48 hours earlier, the answer was about 20. Some paused for minutes at the turnstiles, contemplating a moral calculus that, according to transit officials, appears to be unique to 53rd Street.Over the course of two weeknights, about half of the riders hurdled over or ducked under the turnstiles. Several cajoled fellow passengers, who had not yet left the subway system, to push the emergency gate open. And the rest swiped their MetroCards, though for some, like Ms. Lingley, the possession of an unlimited-ride card eased the pain.
The rest of the article concerns an examination into the ethics of turnstile-jumping. Even the MTA workers in this case urge riders trapped between a functioning turnstile and a locked exit to eschew another fare, but between the way the NYPD operates and the fact that many people using this station are tourists, the MTA has managed to capture some additional fares. Just jump.
Now, the MTA grew a bit defensive over this article last night, and Adam Lisberg stressed on Twitter last night that the problem had been addressed. But I wanted to know why it took a New York Times article to solve the issue. The reporting process for issues such as these isn’t transparent, and even with a streamlined website, it’s not immediately obvious how to report a problem.
I see this, though, as a problem that shouldn’t have arisen in the first place. When the MTA forges agreements with the companies that operate these station complexes, it should pay attention to work shift schedules and the reality of the situation. Somewhere along the way, the left hand of real estate stopped speaking with the right hand of worker operations, and as a result, some subway riders found a working fare control area with a locked exit on the other side. That’s nearly as bad as New Jersey Transit’s $100,000 fence.
When a water main broke in Manhattan on Friday, initial reports highlighted a quirk of the New York City subway’s station naming convention. The first stories spoke only of a problem at 23rd St., but for a few minutes, not a single news outlet named which 23rd St. station. With five subway stations all carrying the 23rd St. moniker arrayed along the street in Manhattan, it was a prime opportunity for confusion.
Across the city, similar situations exist as subway lines stop at major cross-streets and popular intersections, but by and large, station names are indicative of the streets they’re on. Need to get to Chelsea? Take the A, C or E to 14th St. Looking for Brooklyn Heights? Get thee to Clark St. While some cities — D.C. comes to mind — feature station names with neighborhoods, areas and tourists attractions all shoved into one giant sign, New York has gone for simplicity and geography.
Now, though, name creep has seemingly begun, and we can point to Ed Koch for that one. According to reports this morning, Rep. Carolyn Maloney and city politicians are leading an effort to convince the MTA to rename the 77th St. station in honor of the late former mayor. Maloney says 77th St. was Koch’s favorite station — perhaps due to the number of donors who lived in the area — and the City Council will take up legislation to call for a new name for the station.
I can’t imagine much will come of this even if the City Council passes such a symbolic resolution. It isn’t ultimately up to the City Council what subway stations will be named, and one MTA spokesperson said to me via Twitter, simply that the agency isn’t going to rename a subway station after anyone, living or dead, famous or not. It should forever remain 77th St. until we no longer call the cross-street 77th.
Outside of the supposed honor, there is also a cost. Station signs would have to be reprinted; maps would have to be updated; and the prerecorded announcements used in the rolling stock along the Lexington Ave. line would have to re-recorded. None of this is free.
This move, of course, isn’t the first time current politicians have proposed naming something after Koch. The span across the East River immortalized in song by Simon and Garfunkel is officially the Ed Koch Queensboro Bridge, but no one really uses that name. As The Wall Street Journal reported, most New Yorkers can’t be bothered with the change. “What bridge?” one Queens resident said. “The Queensboro Bridge? Because that’s the Queensboro Bridge. Maybe the 59th Street Bridge. I never heard it called the Ed Koch Bridge before.”
Meanwhile, a few months ago, the move to rename the Brooklyn-Battery Tunnel after Gov. Hugh L. Carey drew derision as well. We don’t need to name our infrastructure after people, and we shouldn’t remove helpful indicators of location from station names. Ed Koch has a bridge; he doesn’t need a subway station as well.