An app to be unveiled Friday by the MTA brings real-time subway location data to the smartphone-equipped masses.

An intriguing press advisory from the MTA came through my inbox on Thursday afternoon. Later this morning at 9 a.m., outgoing MTA Chairman and CEO Joseph Lhota will, the advisory said, make a “major announcement regarding improvements to service-related information the MTA provides to subway riders.” With just the right amount of intrigue, this release had me wondering about the info soon to be unveiled. I guessed that the information would involve a public release of the MTA’s real-time tracking of subways currently used only via the A Division countdown clocks.

Late on Thursday, I learned I was right. Via a Ted Mann scoop in The Wall Street Journal comes word that the MTA is set to release an app with real-time information on the location of seven subway lines. The early release will, as astute readers may have already guessed, include train arrival information for the 1, 2, 3, 4, 5 and 6 trains and the 42nd St. shuttle. The L will follow within the next year and the 7 once the Flushing CBTC installation is complete. It is a game-changer in the way New Yorkers use and relate to these subway lines.

Mann had the details:

The Metropolitan Transportation Authority expects to release on Friday its Subway Time app for passengers with iPhones and iPod Touch devices. Android and Windows versions of the app are in development and the agency is currently considering how to integrate the real-time arrival information on its existing website. The breakthrough, long awaited by many of the city’s straphangers, will allow at least some riders to plan their commute by the minute for the first time in the system’s 108-year history…

For the subway system’s 5.5 million daily riders, however, the launch of the new app also lays bare the ways aging infrastructure and a slow pace of investment have left the transit network far behind contemporaries in other cities. The new app will cover only about a third of the subway system, and agency officials acknowledged that it will likely take years of work and hundreds of millions of dollars in new investment before conveniences increasingly common elsewhere are standard in the Big Apple.

The rest, encompassing two-thirds of its total stations and roughly 60% of its daily ridership, continues to rely on signal technology dating to the middle of the 20th century or earlier. It will be years before those lines have signal systems that can generate the digital information that drives countdown clocks on platforms and apps on cellphones with live updates. “The technology it uses has remained little changed since a time before computers, microprocessors, wireless telephones or hand-held electronic devices,” said Thomas Prendergast, president of the MTA’s transit division. “It is a time-tested, fail-safe system that continues to flawlessly perform its vital intended function: preventing collisions. But it cannot offer us a digital feed.”

According to Mann’s report, the data for the new app will be stored in the cloud and not on MTA’s servers. Thus, demand — which I would imagine to be steep — won’t swamp the MTA’s website. Eventually, the MTA will open the data feed to third-party app developers as well. Pushing a policy of open data, the MTA has long believed that third party developers have the ability and expertise often not found at the transit agency to push useful and slick-looking apps to the public using available transit data.

For now, though, this is a Big Deal. As Mann details, the MTA is once again hardly a technological leader in this field. Various transit agencies across the U.S. and throughout the world have made real-time train location data available to riders, and the MTA’s implementation, as the excerpt above notes, leaves much of the subway system without countdown clocks and an app feed. Still, straphangers for many popular subway lines will now have the ability to know when their next train is coming at any time of the day.

For decades, New Yorkers have been left to the whims of the subway system. We enter the system hoping for the best and often expecting the worst. Now, for seven subway lines, it’s going to change. As Lhota said, “The days of rushing to a subway station only to find yourself waiting motionless in a state of uncertainty are coming to an end.” For riders at many subway stations, the uncertain wait will now forever be a thing of the past.

A tunnel plug could prevent flood damage in subway tunnels. (Graphic via NY Times)

Over the years, the MTA has struggled to keep its subway system water-free. When the Sandy storm surge inundated the system’s East River tunnels, the problem was laid bare for all to see. As most experts agree that the next storm is simply a matter of when and not if, the MTA will have to do something to address its vulnerable infrastructure, and that something might just be a giant plug.

The immediate history of the MTA’s water problems started a few years ago when a torrential summer storm led to massive flooding. This wasn’t the first time vulnerable areas suffered water damage, and the MTA decided to do something about it. Street-level grates were raised a few inches, and staircases were elevated as well. For normal storms, these measures alleviated the water problems, but for hurricane storm surges, the MTA’s temporary and permanent preventative initiatives were quickly overwhelmed.

We lose sight of what happened to the subways because the MTA was able to respond quickly to the problem. Some service was up and running within days, and nearly everything is back to normal. But the system suffered extensive exposure to salt water, and even outside of the fiscal costs of the clean-up, key equipment — signals, switches, track beds, wiring — will now have a short shelf lives. Protection remains key.

To that end, scientists with the Department of Homeland Security are working on developing a tunnel plug, and The Times went in depth into the project today. The key parts:

The idea is a simple one: rather than retrofitting tunnels with metal floodgates or other expensive structures, the project aims to use a relatively cheap inflatable plug to hold back floodwaters. In theory, it would be like blowing up a balloon inside a tube. But in practice, developing a plug that is strong, durable, quick to install and foolproof to deploy is a difficult engineering task, one made even more challenging because of the pliable, relatively lightweight materials required…

A subway tunnel is hardly a pristine environment; it is full of grease and grime — and, often, rats. “That’s something we’ve talked about,” Dr. Fortune said. “We’ve actually put Vectran samples in tunnels, to see if rats ate it. They didn’t.”

There are also obstructions like tracks, as well an electrified third rail, pipes and safety walkways, all of which could cause gaps between the plug and the tunnel walls. Most of the obstructions can be dealt with by modifying a short section of the tunnel to accommodate the plug, which is 32 feet long when inflated. Sharp corners can be curved, flush tracks of the type used at grade crossings can be installed, the third rail can be discontinued for a stretch, and pipes can be made to swing against the ceiling.

Those modifications will reduce potential gaps but not eliminate them. In the most recent test, when Dr. Barbero and a colleague, Eduardo M. Sosa, inspected the front of the plug, they discovered a two-inch gap in one corner. The procedure called for filling the plug with water to pressurize it further, and then introducing water behind it to simulate a flood. But a plumbing failure, unrelated to the plug, ended the test prematurely. It was repeated successfully several days later, Dr. Fortune said, and the plug held back all but a small amount of water.

Henry Fountain’s article explores the construction of the plug. It consists of three layers of durable yet flexible materials. It also explores placement: The plug is designed to fold into the sides of the tunnel and can be deployed remotely. The key questions though concern cost and effectiveness. One plug costs around $400,000, and the MTA, for instance, would need a considerable number of these plugs to adequately protect the porous tunnels.

Effectiveness though remains the biggest concern. The MTA’s tunnels are vulnerable at key access points, but plugging tunnels would simply displace water flow to other vulnerable areas. What success is accomplished if floodwaters destroy a train station but spare the tunnels? The MTA also, as The Times notes, must deal with water that enters through ventilation grates and various other entry points. The plugs can only do so much.

Short of sealing up the system, though, these plugs may be one of the more promising areas of progress. The clock is ticking, and the MTA doesn’t have time on its side. Can something like this be in place before the next flood arrives? If the money is there, a solution will be too.

Bad news from countdown clocks is better than no news at all. (Photo via Second Ave. Sagas on Instagram)

Over the past few years, the MTA has engaged in a rapid about-face on its handling of technology. Despite the revolving door at the top of the agency’s executive chain, Lee Sander, Jay Walder and Joe Lhota have all embraced and pushed forward various technological efforts. From countdown clocks to real-time data streams to information dashboards and an embrace of apps, the MTA has moved, if not to the forefront, at least forward in the realm of transit technologies.

Yesterday, in an effort to exert some of its oversight influence over the MTA, the City Council’s Transportation Committee hauled in a few agency officials to take about technology. By and large, we know the story: The MTA has a series of technology initiatives that are moving forward, some faster than others. The countdown clocks, for instance, have arrived on the A Division lines but will take some time to appear on the lettered subway lines. Yet, the testimony, offered by Craig Stewart, a Senior Corporate Management from Transit, and the subsequent questioning offers an insight into some ongoing projects. I’m going to provide a few updates from the hearings, and right now, we start with the countdown clocks and the availability of real-time data.

Now that Transit has added countdown clocks to the numbered train lines, the authority is rolling in data, very little of which has been made public. That will change soon. As I first reported in May, Transit will soon release both their own train tracking app and an open API for the real-time data stream. While no date has been established for the release, things are moving quickly.

“The MTA is very close to being able to provide real-time train arrival data without having to go into the station,” head agency spokesman Adam Lisberg said to The Daily News. “We want everyone to access the countdown clocks on numbered lines just by looking at their phone.”

The news on countdown clocks for the B Division trains though — the lettered lines less the L train — is a bit hazier. In prepared testimony, Stewart had the following to say. The emphasis is mine.

With respect to the B Division (lettered lines), NYC Transit has completed work at 24 stations on the Canarsie L line. This system was commissioned in 2007 as a standalone system that interfaces with the Canarsie Communications Based Train Control (CBTC) system for train prediction information. The B Division has presented unique challenges due to its size and complexity when compared to the A Division. having 288 stations versus 156 on the A Division, 141 route miles versus 66 route miles on the A Division and 317 trains versus 203 peak trains on the A Division. Furthermore, the B Division does not have the Automatic Train Supervision (ATS) system, which provided a common platform that greatly facilitated the installation of Next Train Arrival Information on the A Division. Finally, most of the B Division is comprised of territory with four tracks and many interconnecting lines along its routes, making it impractical to replicate the approach taken for the A Division.

We have undertaken a few pilots in an effort to identify an interim measure for providing service information to B Division customers, including most recently, the use of electronic signage; however, those efforts have all fallen short in yielding the level and type of information we are seeking to provide our customers. Our ultimate goal is, of course, to develop similar capabilities for the B Division as exists currently on the A Division. However, it will take substantial investments to fully deploy the projected improvements in capability. To ease the delay, we are working on strategies to deploy functionality so that passenger benefits can be delivered as early as possible. This phased deployment will result in improvements that may not necessarily be across all areas. In order to begin providing benefits as quickly as possible, we have established an initial goal of providing the current B Division next train arrival information to customers by capturing dispatch/schedule information electronically.

NYC Transit will soon start design work under several projects to begin capturing train information across the B Division. Collecting train location information is a prerequisite step to providing real-time train arrival information and may take several years to accomplish. This design effort will also help us to determine the most viable options for implementation.

The MTA hopes to bring such countdown clocks to the B Division within 3-5 years, but that timeline is malleable. It depends upon funding and ease of implementation, two things with which the MTA has struggled over its history. Meanwhile, the agency will focus on providing train information via the new PA system, recently installed and upgraded in all B Division stations. It’s a baby step before taking the big and complicated technological leap.

Transit Wireless expects to extend its free wifi beyond September 7. (Photo by Benjamin Kabak on Instagram)

Over the last few years, we’ve seen straphangers come to embrace the MTA’s countdown clocks as a much-needed piece of transit technology. Having information on wait times leads to happier and more informed commuters, and the clamor to bring such technology to the lettered B Division subway lines has grown only louder. The countdown clocks aren’t the only pieces of travel-improving technology that have been warmly embraced by the city’s transit travelers, and two recent articles shed some light on other improvements.

First up, we have word out of Staten Island that Bus Time, the MTA’s in-house solution to real-time bus tracking, has proven popular. According to the MTA, nearly 33,000 bus riders on Staten Island — or a quarter of the borough’s riders — have checked in on the location of their bus, and the entire system has received over a million hits.

I’ve used it regularly along the B63′s route through Brooklyn, and while not having a time-based model takes some adjustment, I’ve been able to figure out approximately how long a wait would be based on distance. While such a calculation may vary from line to line, the system seems to be popular and both more flexible and less expensive than proprietary ones. The Bronx will get its deployment before the year is out.

Next, we have an udate on underground wifi. Straphangers waiting for trains and passing through wired stations have enjoyed the free service from Boingo and Google Offers as Transit Wireless continues to build out its subway cell and wifi network. The current Google sponsorship expires in September, but Transit Wireless says they plan on lining up similar deals for continued free service.

The company, meanwhile, says it’s still on track to bring 30 more stations online before the end of the year. “If you got a long commute, that could be as long as 30 minutes, that you are basically without any type of connectivity which some for people is like cutting off their arm,” Dawn Callahan, an official at Boingo, said. “So I think that this presents people a way for them to stay connected.”

There is something nearly incongruous about Wi-Fi service in the New York City subway system. On the one hand, the visuals in many subway stations are not appealing as water-stained walls, strange odors and general disarray are common signs of aging infrastructure. On the other hand, the stainless steel rolling stock matches the backs of Apple’s popular iPads, and technology has become, in the minds of some, synonymous with progress.

So, enter Wi-Fi. As part of Transit Wireless’ slow-moving but supposedly steady rollout of cell service to underground New York City subway stations, Boingo will be providing Wi-Fi service as well, and this summer, thanks to Google, the access is free. Beginning this past Monday at the same six stations already wired for cell service, Google, via a promotion run by Google Offers, subsidized the Wi-Fi. For travelers in Chelsea at the 14th St. stations at 6th, 7th, and 8th Avenues as well as the stop at 23rd and 8th, free Wi-Fi can help while away the time spent waiting for a train.

Google’s offer runs through September 7. After that, and at others as they come online, Boingo will be charging an access fee. Is it worth it to pay to surf the Internet for four or six or ten minutes before the next train arrives? I doubt it, but that won’t stop some straphangers from ponying up the dough.

So what’s in it for Google? Why the free summer? The Awl late last week explored the economics of information as Google, thanks to its terms of usage, gets to track everyone’s subway-based browsing habits. Ad Week had a similarly interesting take and one that made me ponder the MTA’s own approach to subway advertising. Tim Peterson wrote on Boingo’s attempts at securing future sponsors for free service:

To better customize its offerings, Google is splicing NYC into three regions, so those WiFi freeloaders who elect to sign up for Offers at one of the SoHo hotspots will receive NYC Downtown offers. Those near Madison Square Garden will receive NYC Midtown offers. “Whether it’s finding a great deal for a new restaurant or an outdoor adventure, Google Offers is all about helping people make the most of their city, while saving money. With free WiFi in subway stations and Boingo hotzones across Manhattan, people can easily browse the Internet or discover great deals from nearby businesses while they’re on the go,” said a Google spokesperson.

The campaign is a brand-awareness play for Google, but Boingo is using it as a pilot to test out its sponsor-driven WiFi initiative. “The goal is, by time this runs out, to have another advertiser lined up,” said Christian Gunning, Boingo’s director of corporate communications. Subway riders in particular are a valuable demo for advertisers to target, he said, with more than 70 percent between the ages of 18 and 54 and more than 35 percent exceeding $75,000 in annual income.

In addition to the six subway stations participating in the Google Offers pilot, Boingo plans to add 30 more New York City hotspots by the end of the year and will be selling brands exclusive network-wide sponsorships, Gunning said.

Google, one of the nation’s more successful advertising agencies at this point in its corporate history, seems to think subway riders are “a valuable demo for advertisers to target.” They’re not wrong per se, but it’s a thought that isn’t expressed frequently. It’s certainly true that the MTA has been more aggressive in courting advertisers lately as a fully wrapped Shuttle and 6 train are both common. Plus, dynamic video ads outside stations have upped the ante as well.

Still, I can’t help but wonder about the ad rates when Dr. Zizmor, ASA and Monroe College feature so prominently throughout the system. Pulp novels still take out placards, and many stations feature no ads at all. Perhaps those one-offs maintain some of the lost charm of in-car subway advertising, but perhaps the folks selling the ads could shift focus a bit. If Google thinks we’re a valuable demographic for ads, someone with money to spend should too.

An Instagrammer spotted some new countdown clocks at 23rd Street on the BMT Broadway line (Photo via @krislopresto)

An eagle-eyed straphanger spotted these countdown clocks on the B Division yesterday. Although he said an R came first, the point remains that some technology that had been in the discussion stages seems to be moving closer toward a reality. While A Division stations currently enjoy countdown clocks everywhere, bringing a similar PA/CIS system to the B Division would be costly and time-consuming. So what’s going on here?

I reached out to Transit to track down more information and learned that this clock is part of a test that hasn’t quite yet begun. The plan is to test the clocks at 14th St., 23rd St. and 28th Sts. along the BMT Broadway Line, and the underlying technology uses Optical Character Recognition and some scheduling information. Right now, Transit says they are still working with vendors to configure the software, and the customer information screens may display some messages while the tests move forward.

As I understand, OCR can be used to identify train sets based on scans of the car numbers as they move through the system. Such a technology can offer similar results to the A Division’s clocks, but the underlying technology is entirely different. I’ll try to have more on OCR soon, but it seems as though the plans to bring some type of countdown clock to the B Division are beginning to move forward.