Archive for New York City Transit

With Carmen Bianco retiring on August 21, the MTA has named Bridge & Tunnel President James Ferrara as interim NYC Transit president. Ferrara likely won’t get the job permanently, but it provides agency continuity as he is a long-time MTA guy. No word yet on the candidates to replace Bianco.

Now, onto the weekend work. These come to me from the MTA so check signs, station announcements, carrier pigeon messages, etc.


From 11:30 p.m. Friday, August 14 to 5:00 a.m. Monday, August 17, 1 trains are suspended in both directions between 14 St and South Ferry. 2 3 trains run local in both directions between 34 St-Penn Station and Chambers St. Free shuttle buses provide alternate service between Chambers St and South Ferry.


From 3:30 a.m. Saturday, August 15 to 10:00 p.m. Sunday, August 16, 2 trains are suspended in both directions between E 180 St and 149 St-Grand Concourse.
Free shuttle buses operate along two routes:

  • Express shuttle buses run between E 180 St and 149 St-Grand Concourse, stopping at the Hunts Point Av 6 station and 3 Av-149 St.
  • Local shuttle buses make all stops between E 180 St and 149 St-Grand Concourse. Transfer between trains and free shuttle buses at E 180 St, Hunts Point Av, and/or 149 St-Grand Concourse.


From 11:30 p.m. Friday, August 14 to 5:00 a.m. Monday, August 17, 2 trains run local in both directions between Chambers St and 34 St-Penn Station.


From 6:30 a.m. to 12 midnight, Saturday, August 15 and Sunday, August 16, 3 trains run local in both directions between Chambers St and 34 St-Penn Station.


From 11:45 p.m. Friday, August 14 to 7:30 a.m. Sunday, August 16, and from 11:45 p.m. Sunday, August 16 to 5:00 a.m. Monday, August 17, Crown Hts-Utica Av bound 4 trains run express from 14 St-Union Sq to Brooklyn Bridge-City Hall.


From 12:01 a.m. Saturday, August 15 to 5:00 a.m. Monday, August 17, Crown Hts-Utica Av bound 4 trains run local from 125 St to 14 St-Union Sq.


From 11:45 p.m. Friday, August 14 to 5:00 a.m. Monday, August 17, 5 service is suspended. Take the 2 4 6 and free shuttle buses instead. Free shuttle buses operate along two routes:

  • Limited shuttle buses make all stops between Eastchester-Dyre Av and E 180 St, and run express to 149 St-Grand Concourse, stopping at the Hunts Point Av 6 station and 3 Av-149 St (from 3:30 AM Sat to 10 PM Sun).
  • Dyre Av Local shuttle buses make all stops between Eastchester-Dyre Av and E 180 St only (from 11:45 PM Fri to 3:30 AM Sat, and from 10 PM Sun to 5 AM Mon).


From 11:45 p.m. Friday, August 14 to 5:00 a.m. Saturday, August 17, Brooklyn Bridge-City Hall bound 6 trains run express from 14 St-Union Sq to Brooklyn Bridge-City Hall.


From 11:45 p.m. Friday, August 14 to 5:00 a.m. Monday, August 17, Brooklyn Bridge-City Hall bound 6 trains run express from Pelham Bay Park to Parkchester.


From 11:45 p.m. Friday, August 14 to 5:00 a.m. Monday, August 17, A trains are rerouted via the F line in both directions between W 4 St-Wash Sq and Jay St-MetroTech.


From 12:01 a.m. Saturday, August 15, to 5:00 a.m. Monday, August 17, A trains run local in both directions between W4 St-Wash Sq and 59 St-Columbus Circle.


From 11:45 p.m. Friday, August 14 to 6:30 a.m. Sunday, August 16, and from 11:45 p.m. Sunday, August 16 to 5:00 a.m. Monday, August 17, Inwood-207 St bound A trains run express from 125 St to 168 St.


From 6:30 a.m. to 11:00 p.m. Saturday, August 15 and Sunday, August 16, C trains are rerouted via the F line in both directions between W 4 St-Wash Sq and Jay St-MetroTech.


From 6:30 a.m. to 11:00 p.m. Saturday, August 15 and Sunday, August 16, 168 St-bound C trains run express from 125 St to 168 St.


From 3:45 a.m. Saturday, August 15 to 10:00 p.m. Sunday, August 16, Coney Island-Stillwell Av bound D trains are rerouted via the N line from 36 St to Coney Island-Stillwell Ave.


From 11:45 p.m. Friday, August 14 to 5:00 a.m. Monday, August 17, E trains are suspended in both directions between Jamaica Center-Parsons/Archer and Briarwood. Free shuttle buses operate between Jamaica Center-Parsons/Archer and Union Tpke, stopping at Sutphin Blvd-Archer Av, Jamaica-Van Wyck, and Briarwood. For additional connections between Manhattan and Jamaica Center, consider the A and J via a transfer at Broadway Junction.


From 12:01 a.m. Saturday, August 15 to 5:00 a.m. Monday, August 17, E trains run local in both directions between Queens Plaza and Forest Hills-71 Av.


From 11:45 p.m. Friday, August 14 to 5:00 a.m. Monday, August 17, Jamaica-179 St bound F trains run express from Neptune Av to Smith-9 Sts.


From 12:01 a.m. Saturday, August 15 to 5:00 a.m. Monday, August 17, F trains run local in both directions between 21 St-Queensbridge and Forest Hills-71 Av.


From 7:00 a.m. to 7:00 p.m. Saturday, August 1, and Sunday, August 2, L service operates in two sections.

  • Between 8 Av and Broadway Junction.
  • Between Broadway Junction and Rockaway Pkwy, every 24 minutes.


From 11:45 p.m. Friday, August 14 to 5:00 a.m. Monday, August 17, Astoria-Ditmars Blvd bound N trains are rerouted via the D line from Coney Island-Stillwell Av to 36 St.


From 11:45 p.m. Friday, August 14 to 5:00 a.m. Monday, August 17, Astoria-Ditmars Blvd bound N trains skip 49 St.


From 12:01 a.m. Saturday, August 15 to 5:00 a.m. Monday, August 17, Coney Island-Stillwell Av bound N trains skip 45 St and 53 St.


From 11:15 p.m. Friday, August 14 to 5:00 a.m. Monday, August 17, Manhattan-bound Q trains run express from Kings Hwy to Prospect Park.


From 11:45 p.m. Friday, August 14 to 6:30 a.m. Sunday, August 16, and from 11:45 p.m. Sunday, August 16 to 5:00 a.m. Monday, August 17, Manhattan-bound Q trains skip 49 St.


From 11:45 p.m. Friday, August 14 to 6:30 a.m. Sunday, August 16, and from 11:45 p.m. Sunday, August 16 to 5:00 a.m. Monday, August 17, 36 St-bound R trains stop at 53 St and 45 St.


From 6:30 a.m. to 11:30 p.m. Saturday, August 15, and Sunday, August 16, Uptown R trains skip 49 St.

Signs Transit used in 2012 explain the reasoning behind the receptacle-free pilot program.

The long-running joke about the MTA’s pilot programs is that they never end; they just fade away. Over the years, the MTA has announced a few high-profile pilot programs — a contact-less fare payment system, strip maps in certain stations to aid in navigation — that seem to simply die from lack of attention. Just take a look through these Google searches for some indication of the reasonably good ideas the agency has pushed through the pilot phase only to see fall be the wayside when agency leadership changes.

One of the few pilot programs with legs — and one that survived the end of the Jay Walder Era — concerns trash cans. This program — which is still in the pilot phase after nearly four years — involves reducing trash the MTA has to collect by simply removing trash cans. If there’s nowhere to deposit trash, the theory goes, the vast majority of people will simply take the trash with them until they pass a trash can. Now, some people are bound to litter whether there’s a trash can nearby or not, but the MTA and other international transit agencies have determined that the vast majority of people won’t discard garbage without a can around. It’s an idea that many struggle with but one that’s proven successful.

The MTA first announced this program back in October of 2011, and I was a bit skeptical as I believed the key to eliminating trash was to ban food. But as time passed, the program seemed to work. Coverage in February of 2012 indicated that the agency had less trash to collect and clean from stations without trash cans, and in May of that year, they announced a program expansion. In August 2012, they added eight more stations, and 29 addition stops saw their garbage cans disappear in early 2014.

Now, touting the program’s success, the MTA is going to not expand it but simply continue it for another 6-12 months to study its effect. It’s not clear why so many years of data isn’t enough to merit expansion, but the MTA wants to continue to analyze the program. “This pilot appears counterintuitive but when we placed notices at the pilot stations indicating that the cans had been removed and asked the customers for their cooperation, it looks like they listened,” New York City Transit President Carmen Bianco said. “Given these results, we’ll continue the pilot and monitor and collect additional data at stations.”

In announcing the continuation of what has become the MTA’s most active pilot program, the agency noted that garbage collection is down significantly at the 39 stations under review. The early stations have seen bag collection drop by two-thirds while the stations that saw cans removed just last year have undergone a 36% reduction in trash. Meanwhile, overall trash volumes and, more importantly, rat population at stations without trash cans have declined.

“The reduction in trash in these stations reduced the number of bags to be stored and, consequently, improved the customer experience by reducing the potential bags visible to customers as well as the potential food available to rodents,” Senior Vice President of Subways Joseph Leader said. “Additionally, the significant reduction in trash reduced the need for trash pickups in the pilot stations, which freed up personnel for deployment to other stations.”

It’s not entirely clear where Transit goes from here. They still have another 429 stations with trash cans that could be added to this pilot, and they seem hesitant to include any of the popular stations. Flushing-Main St. on the 7 and 8th St.-NYU on the R remain the two most crowded stations without trash cans, and anecdotally, I’ve certainly not noticed a decrease in cleanliness at either stop.

Ultimately, the MTA can’t eliminate all litter without overly aggressive enforcement, but it seems that removing trash cans can cut down on the garbage the agency has to remove to street level from an above- or underground subway system. So why not keep expanding? After a while, pilot programs have to move into the realm of permanence, and this one seems a good candidate for rapid expansion. After all, it’s been nearly four years.

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Step Aside Speed Your Ride. The latest in Transit's crowd-control efforts on display along the 6 line.

A photo posted by Second Ave. Sagas (@secondavesagas) on

Thanks to a move north for my lawyerly career, my daily commute now takes me through the 51st St. station along the 6, and on the way home on Monday, I caught my first glimpse of the MTA’s latest pilot program. In a public awareness campaign that echoes back to the mid-1990s, Transit is testing two platform designs reminding passengers to get out of the way of those exiting trains. It’s a common courtesy that shouldn’t need to be repeated, but it’s also one that often escapes subway riders who rush to board crowded trains as soon as the doors open.

The two designs employ the familiar green characters from the MTA’s ongoing “Courtesy Counts” campaign and remind riders to “Step Aside” to “Speed Your Ride.” The idea behind the message rests in the MTA’s capacity constraints. The agency has recently reported that a recent jump in delays is due nearly entirely to crowds. As more people try to cram into subway cars, trains aren’t able to speedily move through stations. Thus, the MTA wants to streamline the border process, and in addition to this decal, the agency is trying to use customer service agents to herd passengers.

The design I saw is unique to 51st St. for now, and the pilot in place at one stop north at 59th St. looks slightly different. Consider it A/B testing for Transit:

As my Instagram photo atop this post shows, the installation also comes with signs hanging at around eye level on the platform support beams. I’ve had a chance to see it in action for only one train, and while one passenger was, at first, standing in the middle of the “Keep Clear” area, he moved over once the downtown 6 train arrived.

For the MTA, this slogan is not a new one. They employed it in 1996 to decidedly mixed results. A New York Times column expressed skepticism while a short AP story from early 1997 illustrated how nearly all riders simply ignored it. But times have changed, and the MTA is hoping this pilot will yield some improvements. Whether it survives the pilot stage — unlike those handy strip maps — remains to be seen. For now, though, it is apparently the best the MTA can do to help improve crush-load subway operations without an infusion of dollars in the billions. What that says about our hopes for an easy commute is something we best not dwell upon.

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The revolving door atop the MTA’s power structure continues to spin as New York City Transit President Carmen Bianco announced his plans to retire this summer. Bianco, 63, took over the role in April of 2013 when Tom Prendergast was elevated to MTA Chair, and he had previously spent over three years as the Senior Vice President of Subways. He was the seventh New York City Transit President and, outside of Howard Robers, the shortest-tenured one.

As with any agency head, Bianco’s time as president has seen its ups and downs — though the downs were brought about by forces of nature largely outside of anyone’s control. As VP and later President, he led an agency working to overcome the damage wrought by Superstorm Sandy and developed the early years of Transit’s $4 billion Fix & Fortify spending plan. Meanwhile, on the positive side, the subways now serve up to 6 million riders per day, and overall daily NYC Transit ridership has topped 8.2 million. The team Bianco put into place is working to increase subway capacity too, though changes (cough cough open gangways cough cough) can’t come soon enough.

MTA officials, meanwhile, praised Bianco and pledged to conduct a wide search for his replacement. “Carmen Bianco is a one-of-a-kind leader as well as a trusted friend, and while I understand why he is ready to retire now, we will all miss his detailed experience, his thoughtful perspective and his constant drive to make transit better for both our customers and our employees,” Prendergast said in a statement. “Through initiatives like establishing the FASTRACK program for subway maintenance and aggressively bringing new technology into the system, Carmen made the organizational culture of New York City Transit reflect the priorities that our customers expect. He will be missed.”

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May
21

Video: A Subway Delay Story

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At Monday’s MTA Board committee meetings, the folks who oversee New York City Transit enjoyed a screening of this 8-bit take on the MTA’s service woes. It’s a 110-second summary of how a single delay can echo throughout the system. I’m not sure it really tells us anything new, but it served as an entry into the MTA’s new attempts at improving service on congested lines. Essentially, the MTA is going to use shorter pre-recorded announcements to cut dwell times and employees situated in stations to answer questions. It’s an incremental improvement but without a massive investment in the signal system, that’s among the best the beleaguered agency can do. After my Q train stopped at four red signals between 7th Ave. and De Kalb this morning, I’ll take whatever improvements we can get.

On another note, I know many of you have been asking after me. After my vacation, I came down with a bad cold and have been catching up at work after my trip. I should be able to return to a semi-normal posting schedule over the next week. I’d love to offer up some views on my experiences riding the trains in Berlin and Stockholm. For better or worse, they stand in stark contrast to New York City’s subways. Thanks as always for sticking around.

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I’m too busy trying to figure out what the Seahawks’ coaches were doing on 2nd and goal with time running out and the Super Bowl trophy within their grasps to think of much else tonight. I also need to continue to clean up from the part the Future Mrs. Second Ave. Sagas and I hosted tonight so you’re stuck without much in the way of original content. If you’d like to read up on more about Gov. Andrew Cuomo’s overreaction to last week’s snow forecast, check out Kate Hinds’ piece on how at least some subway service should run no matter the winter weather. According to the WNYC reporter’s interviews with MTA sources and other transit experts in the know, even with an historic blizzard bearing down on New York City, the MTA could run service through most of its system. For its part, the MTA is looking at “amending [winter] plans moving forward.” Clearly, this won’t be the last we hear of this story.

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The MTA’s snow-thrower clears the tracks at 20th Avenue following a Nor’easter in February. (Photo: Marc A. Hermann / MTA New York City Transit)

In case you’ve missed it, there’s a big amount of snow heading our way. The National Weather Service is warning of a “crippling and potentially historic blizzard” will hit the city with snow totals predicted to be 20-30 inches or more in some areas. The last time a storm of this magnitude struck, passengers were stranded for hours on an N train stuck in Brooklyn and an A left near Howard Beach. Since then, the MTA has been very proactive in managing subway service and its storm response.

As now, it’s not clear how Monday is going to unfold. As of just before midnight, the MTA’s website offers up only this tidbit regarding tomorrow’s New York City Transit service:

NYC Transit personnel are in place to clear platforms and stairs of snow. De-icers and snow-throwers have been strategically deployed to focus on outdoor areas and open cuts that are the most susceptible to high snow accumulations.

The MTA is planning to operate normal bus service tomorrow morning, but depending on road conditions, service may be curtailed as the day progresses. All local buses, including articulated buses, will have chains or snow tires installed by tomorrow’s PM rush hour.

Paratransit customers may experience additional travel and wait times.

Gov. Cuomo meanwhile has sounded a more urgent alarm. While asking commuters to stay home if possible, the governor has said “the public transit network including…MTA Subways and Buses may be closed ahead of the evening commute.” The language is rather stilted, and it’s not totally clear what Cuomo means. My guess is that he’s referring to a Plan 4 response to the storm.

In all likelihood, then, as the snow begins to fall around 1 p.m. tomorrow afternoon, the MTA will look to curtail service. Trains will be stored on underground express tracks, and all express service is likely to run local. At-grade subway lines — such as the A through the Rockaways and the N down the Sea Beach Line — are likely to be curtailed while the trains that don’t run 24 hours — the M and the B — will stop early. Now, that’s not official, but that’s been the general approach to major snowstorms.

For the MTA, this week’s storm is shaping up to be a big test. They’ve had successful storms over the past few years, but we haven’t seen something of this magnitude in over four years. Since then, the subways weathered Irene and emerged limping out of Sandy. We’ll see how this week’s storm goes, but ultimately, the same advice applies: Don’t travel if you don’t have to.

I’ll update the site with any weather-related service advisories as they are announced. For now, we’re all just waiting for snow and waiting for service changes.

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MTA crews inspect a derailed F train. A report on the May incident highlighted track-inspection deficiencies. (Photo: Marc A. Hermann / MTA New York City Transit)

Laid end-to-end, the tracks of the New York City subway system total more than enough to extend to Chicago. Every day, over 8000 subway trains pass through these tracks, and the system never shuts down. Thus, it’s a challenge for the MTA to keep everything in working order, and it requires diligence and an attention to detail to ensure nothing that could cause injuries or cost passenger lives is amiss. In May, that process broke down, and now the MTA is seeking to hold four workers accountable.

As you may recall, back in May, a Manhattan-bound F train derailed in Queens, snarling train traffic through the area for a few days. While no one was seriously injured, a fully train had to be evacuated, and it was the MTA’s first major subway derailment in some time. (The MTA’s derailment rate remains well below national average.) Still, the agency, as it should, takes these investigations seriously, and on Friday, Transit released a report fingering deficiencies in the track-inspection process. Four workers, the agency, said, will be disciplined for their failures.

“Nothing is more important than providing the safest transportation possible for our customers and employees, so determining the cause of this derailment was a top priority for us,” New York City Transit President Carmen Bianco said in a statement. “We immediately took corrective action to ensure we always focus on identifying and correcting track defects. This will minimize the risk of future derailments.”

The full report is available here as a PDF. The essence of it is that a series of minor defects that should have been caught by track inspection personnel and subsequently corrected were missed. The train operator, signal system, rolling stock and rail manufacturers were deemed to escape responsibility for the incident, but three Maintenance Supervisors and a Track Inspector are in the MTA’s crosshairs.

Here’s how the MTA summarized the findings:

New York City Transit’s Office of System Safety reviewed video data from prior automated inspections where the derailment occurred. The videos showed that a metal plate and fasteners under the rail had been broken for at least one year before the derailment but were not replaced. The wooden tie under that plate was also in poor condition. Maintenance records also showed that in the eleven months before the derailment, two other broken rails had been reported and replaced in the same 19-foot, 6-inch section of rail.

The combination of the broken plate, broken fasteners and deteriorated tie should have been prioritized for repairs. The report concludes that Division of Track personnel did not identify, document and correct the track defect at that location, either during regular inspections or when the two prior broken rails were replaced. They also did not adequately investigate the underlying causes of the broken rails.

Additionally, the report found that the top of the rail that broke was installed with a 1/8-inch vertical mismatch where the new rail met the slightly worn existing rail. In addition, the metal joint bars used to fasten the two rails together were reused, and one of them had a sharp edge where the top of the joint bar met the underside of the rail head. In addition, one of the six bolts required to secure the joint bar was not present.

To address these issues, the MTA has instituted new procedures regarding broken rails. This includes replacing broken plates and fasteners as soon as possible, and personnel will spend more time inspecting corridors with the highest number of broken rails. The agency will deploy ultrasonic inspection cars, and Division of Track is working to replace bolted joints with continuously welded rail. This should also allow trains to run faster through these corridors. All in all, it’s hard work to inspect hundreds of miles of underground track with trains constantly running over them, but as the MTA is keen to admit, that’s ultimately no excuse.

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An East Side Access drill bit, right, and an F train had an unfortunate encounter today. (Photo: MTA)

When you or I think about a drill bit, we probably conjure up images of something small used to secure some houseware to the wall, maybe 3/4 of an inch. We don’t really think of drill bits on the scale of the East Side Access project, but today, numerous subway riders and the MTA had a close call with a giant drill bit as it pierced a subway tunnel and narrowly avoided an F train with 800 on board.

The Daily News had the story about the runaway 10-inch drill bit:

A contractor operating a drill as part of the MTA’s East Side Access project mistakenly penetrated a Queens subway tunnel on Thursday, and the massive bit scraped the top and side of an occupied F train, transit officials said. Some 800 passengers were aboard the Jamaica-bound train at the time, about 11:45 a.m. Nobody was hurt in the terrifying blunder, but it was far too close for comfort. “That’s a near miss,” an MTA supervisor said, wondering what would have happened if the bit had made a direct hit and punctured a subway car’s passenger compartment. “Oh my God! If it had hit the train, you could forget about it! Of course we are concerned.”

…A contractor working on the Metropolitan Transportation Authority’s East Side Access project, which will connect the Long Island Rail Road to Grand Central Terminal, was operating the drill above ground, roughly at the intersection of 23rd St. and 41st Ave. in Long Island City.

The contractor, Griffin Dewatering New England, Inc., was using the drill to expand a well, said MTA spokesman Kevin Ortiz. An MTA source familiar with the work said the contractor was at fault. “Some people don’t follow instructions; they drilled deeper than they were supposed to.”

This comes at the end of the week during which the MTA David L. Mayer, formerly of the National Transportation Safety Board, to be the agency’s first Chief Safety Officer. It also comes at the end of the week during which the NTSB ripped into Metro-North, calling last year’s derailments, injuries and deaths “preventable.” For more on that — and criticism lobbed toward the FRA as well — check out Railway Age’s take and The Times’ piece on the press conference.

Much like the drill bit exiting the tunnel today, the only way to go from here is up.

It’s starting to seem like a regular occurrence around here, but the MTA has again announced record monthly and daily ridership, this time for September. The numbers are staggering, and as they filtered throughout the transit community yesterday, various groups issued calls for funding and better representation of an important constituency.

According to New York City Transit, on Tuesday, September 23, the MTA recorded 6,106,694 paying customers. This was the fifth day in September alone that over 6 million riders swiped into the subway system, and it marked the first time since the late 1940s — when the elevateds still loomed over the streets of Manhattan — that ridership hit such a high level. Overall, 149 million passengers rode the rails in September, another figure higher than any time since the late 1940s.

MTA leaders were quick to point out the significance of the figure. Back in 1985, when the MTA started tracking daily numbers, the high peaked at 3.7 million. Now, it’s nearly two-thirds higher. “New Yorkers and visitors alike continue to vote with their feet, recognizing that riding the subway is the most efficient way to get around town,” MTA Chairman and CEO Thomas F. Prendergast said. “This is a phenomenal achievement for a system that carried 3.6 million daily customers just 20 years ago. As ridership increases, the MTA Capital Program is vital to fund new subway cars, higher-capacity signal systems and improved stations to meet our customers’ growing needs and rising expectations.”

Prendergast wasn’t the only one noted the ties between increased ridership and the need for investment in the system. Yonah Freemark noted a connection on Twitter as a few of us were discussing the numbers:

The city’s advocacy groups too picked up the thread. “With more New Yorkers using public transit, we need to guarantee that our system can continue to thrive with the city it serves. These record numbers should be setting off alarm bells for our elected officials in Albany, who will need to find $15 billion in the next few months to fund the MTA’s basic infrastructure and construction needs,” John Raskin of the Riders Alliance (of which I’m a board member) said. “If we don’t continue to invest in our system and build for the future, these strong numbers could represent a peak instead of a trend. It’s vital that our elected officials find the funding needed to support the entire $32 billion capital plan, which represents the least we can do to maintain our system so it can last for years into the future.”

Gene Russianoff and the Straphangers echoed those sentiments. “The rain of riders,” Gene said, “is both an opportunity and a challenge for New York — an opportunity for economic growth that no other American city can even aspire to [and] a challenge to win the necessary capital funds – $32 billion over the next five years – that will allow the subways and buses to handle the millions flocking to the system every day.”

The needs are obvious. The popularity is obvious. The support isn’t there. Somehow, someway, this disconnect between politicians and their constituents who rely heavily on transit needs to be resolved. New York’s future, now more than ever, depends on it.

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