Archive for Transit Labor
In addition to longer commutes for riders trying to bridge the gap left by the closure of the R train’s Montague Tube, the Sandy-related shutdown has led to some operating pain for the MTA. As the R now operates in two sections during the week, the transit agency has had to roll out more rolling stock and find more people to work the line. As such, we’ve become privy to the inner workings of the MTA’s relationship with its union.
Since the R is running at regular headways but in two sections, the MTA has needed to juggle operations for the train. Eagle-eyed riders may have noticed R160s along the R. The new rolling stock is on loan from the F line during the tunnel repairs, and while the R46s will return in late 2014, for now, R riders get newer cars with dynamic route maps and automated announcements.
But while we like to marvel over rolling stock, these extra train sets require someone to operate them, and to that end, the MTA has found themselves facing a bit of a personnel crunch. As such, the MTA has, according to the Daily News, asked some retirees to voluntarily return to work. It has created some problems and offers a glimpse into the tortured world of labor relations. As Pete Donohue reports:
The MTA has a post-Sandy manpower shortage — and is asking retired motormen to come back to work, the Daily News has learned. NYC Transit sent letters last week to 120 former motormen in which the agency describes a “critical and urgent need” for their expertise. The division needs extra personnel to operate equipment trains for its $3.4 billion in repair projects, NYC Transit President Carmen Bianco told The News. It also needs more motormen for the R line because it is running less efficiently as two shuttles, he said.
A lack of manpower hasn’t yet delayed repair projects, or impacted regularly scheduled subway service, but the work load is ramping up, Bianco said. “We’re on the edge,” Bianco said. “It’s not a situation we want to be in.”
The job pitch, however, could be a hard sell. “I thought it was a joke at first,” Thomas Risi, a 31-year transit veteran, said Monday. “I just retired a few months ago.” Risi, 55, of the Bronx, said he’s enjoying his free time and his $47,000-a-year pension. That’s more than his take-home while working. As a retiree, Risi no longer pays city or state income taxes or the federal Social Security tax.
Kevin Harrington, a vice president with Transport Workers Union Local 100, said it has become harder for motormen to take time off. The union, however, opposes re-hiring retirees “during this time of high unemployment,” Harrington said.
So what’s going on here? First, note that retiree, who is 55, now takes home more after working than he did before. Keep that in mind when fares go up again in 2015. Second, the union would prefer to increase employees rolls and salary and benefits obligations than show flexibility in allowing retirees to return to service. It’s a snapshot of the need to reform the relationship between the MTA and the TWU and a prime example of how the public and its needs get entirely shut out.
It’s not uncommon in arbitration relationships to see one side dismiss the impartial arbiter after a few major cases fall the other way. Major League Baseball, for instance jettisoned Shyam Das after he sided with Ryan Braun in Braun’s original challenge to his PED suspension. Now, according to the Daily News, the MTA has dismissed Richard Adelman after a few too many pro-TWU rulings. The news comes just one day after a report explained how this arbitrator required the MTA to continue a program to ferry unionized bus drivers around the city due to seniority work rules at a cost of $270,000 annually.
In his piece on Adelman’s dismissal, Pete Donohue had this to say:
Last week, a transit executive informed Adelman in a letter that the MTA “has decided to discontinue your services.” An agency spokesman declined to comment. Adelman, 72, didn’t speculate on why he was getting the boot. “Being replaced goes with the territory,” Adelman told The News. “I think every arbitrator understands that.”
But transit officials had grown increasingly frustrated with Adelman’s rulings, which often favored the union and its interpretation of the joint labor contract, said Local 100 lawyer Arthur Schwartz. The role of an impartial arbitrator is not to decide whether a rule or practice is the most efficient from a management point of view. The arbitrator decides whether or not a rule or practice is consistent with the language that labor and management officials previously hammered out in negotiations.
During his tenure, Adelman has thwarted MTA attempts to expand the now-limited use of conductorless subway trains, a major cost-cutting goal. Just a week before getting canned, Adelman incensed transit management when he ruled NYC Transit couldn’t fire a union official who allegedly made inappropriate sexual comments to two female bus dispatchers. Contract language designed to protect union officials from management retaliation in most cases prevents management from pursuing disciplinary charges against a union official — as long as the official is on the TWU payroll, Adelman ruled. If an official returns to his original day job — in this case, driving a bus — the MTA can take disciplinary action.
TWU officials claim the MTA cannot unilaterally dismiss the arbitrator and say they will fight the move. But most arbitration agreement allow either party to fire the person chosen as referee.
Meanwhile, I have to wonder if this is a sign that the MTA is willing to play hardball with the TWU as contract negotiations remain an open concern. Adelman, in 2005, torpedoed OPTO, and as the MTA continues to eye aggressive cost-cutting measures, it could again try to push one-person train operations. Either way, this is likely not the last we’ll hear of this tale.
While heading back to Brooklyn from Midtown last night, I entered the 6th Ave. IND at 42nd St. That entrance on the north side of 42nd St. — underneath the Grace Building one one side and the Bank of America building on the other — is a bit odd. It features a row of turnstiles and no station agent. The booth too has long since been removed, a victim of the MTA’s aggressive cost- and personnel-cutting efforts.
Usually, I see people enter the station without incident, but tonight, as four young kids dressed in the colors and jerseys of the Ireland soccer game went to take the B or D up to Yankee Stadium for the match, at least one of them jumped the turnstile. No one was around to stop them, and it’s possible that even a station agent ensconced in a booth wouldn’t have been much of a deterrent as the offender didn’t take stock of his surroundings. I just smiled to myself.
The station agent debate has laid dormant for a few years. Citing security fears, union officials and transit rider advocates alike protested the MTA’s plans to cut station agents and dismantle token booths. It was a sign that this decision was a permanent one, unlikely to be reversed. Each station still had an agent on duty at all times, but that often meant an agent was located across four tracks or an avenue with no view down the platforms. While station agents are offer a passive presence, even the psychological element seemed to be removed.
For its part, even as concerns over system safety in an age of terrorism remain, the MTA has long maintained that the system has never been safer. During my talk at the Transit Museum last week, Joseph Nugent, the Interagency Liaison between the NYPD and NYCT, claimed that station entrances without agents are generally safer. Nugent said that customer diligence and heightened awareness has led to this result, but it’s possible that, without station agents around, fewer subway riders are reporting potential crimes. Jammed Metrocard readers and turnstile jumpers remain a low-level concern, but NYPD enforcement has stemmed that tide.
Now though as the TWU languishes without a contract, the debate is back. With an assist from Council Member Jimmy Van Bramer, the TWU is again demanding more station agents. “Machines can’t do the job that we do. They’re constantly out of service,” TWU Local 100 Member Derick Echevarria said to a New York 1 reporter last week. Of course, what job the station agents do varies drastically from person to person with some apathetic and some very helpful.
As part of the protest, the TWU has presented a petition to the MTA, but the agency says it has no plans to restore any agents or booths. In the indeterminate future, MTA customers will be able to use Help Point intercoms for immediate access to a centralized information or emergency alert system, and underground cell service will assuage some safety concerns as well. I’ve tended to err on the side of fewer station agents as I’ve often found those in the booths less than friendly and not particularly helpful, but I understand why people may want more of them around.
What’s really going on here seems to involve the TWU’s agitating for attention. The union’s contract situation remains unresolved, and until Tom Prendergast is confirmed as the MTA’s CEO and Chairman, nothing will happen. It’s been 17 months since the last contract expired, and the union is looking for any sort of political support or traction. The station agents won’t come back, and the TWU knows it. But it’s an easy way to get some press coverage amidst slow negotiations.
Over the weekend, a 22-year-old Bronx man dropped his iPhone in the subway tracks, and then he decided to go it. He electrocuted himself upon jumping into the tracks, and then the incoming 2 train struck him. It was a fatal accident, and it wasn’t the only one this weekend. Two other New Yorkers — both determined to be suicides — were killed by trains this past weekend.
After an initial flurry of press over subway/passenger collisions earlier this year, the coverage has largely died down, but the issue remains. As part of a general awareness campaign, the TWU released the video posted above. It’s a rap urging straphangers to stand away from the platform edge as trains enter subway stations, and it’s sage advice. (The call at the end of the video for slower trains upon entering stations is, on the other hand, not a wise one.)
But will the video solve the problem? An article in The Post this weekend delves into the numbers behind subway deaths, and suicides have a slight edge over the last three years. According to numbers The Post received from a FOIA request, 78 of 153 deaths caused by subway trains from 2010-2012 are believed to be suicides. So far this year, 16 of 28 deaths fall in that category as well.
With these numbers on hand, New York politicians again called for the MTA to implement some safety measures, including as Manhattan Borough President Scott Stringer said, “better early-warning systems to detect people on our subway tracks.” But people who jump in front of an incoming train wouldn’t trigger the warning system early enough and even a train traveling at reduced speeds will still kill someone who leaps in front of it. Platform edge barriers — an expensive and sometimes impractical solution — remain the best deterrent.
Meanwhile, it’s not unreasonable to question how much of a problem these collisions truly are. According to Pete Donohue’s latest, there were 657 train/passenger collisions from 2008 through 2012 out of over 8 billion subway riders and around a quarter of those were attempted suicides. As the TWU rap says, stand back just a little bit, don’t jump in the tracks over replaceable items, and personal safety shouldn’t be an issue.
Word from Albany on Friday that, pending State Senate approval, Tom Prendergast would become the next MTA CEO and Chairman came as little surprise. Prendergast had been a runner-up during the previous search for an agency head, and he has the experience and respect within New York City to lead the MTA. He is unlikely to leave on his own before his term runs out but faces a number of looming challenges.
Sitting atop the list is the status of the contract with the TWU. The MTA’s largest union has been without an agreement for nearly a year and a half, and the MTA budget currently assumes a net-zero wage increase. Still, on Friday, John Samuelsen’s team issued kind words for Prendergast. “It’s a good move by Governor Cuomo. Prendergast has vast knowledge of the system, and that’s really what the MTA needs – not a bean counter like Walder or a person with big financial and political connections like Lhota,” union spokesman Jim Gannon said. “We’ve always had a good working relationship with Prendergast, despite a few flare-ups here and there. But on the whole, everyone on this side of the table respects him.”
Despite the TWU’s conciliatory tone, Prendergast will not easily bend or break for the MTA simply cannot afford him to. In today’s Daily News, the newly-appointed MTA CEO and Chair spoke at length with Pete Donohue about a variety of issues facing the MTA, and labor issues took up a chunk of the discussion. In a nod to a long-standing issue, Prendergast spoke about one-person train operations or OPTO.
“There are some lines that are more conducive to one person train operation than others,” he said to the News. “There are some that are more conducive to OPTO only at certain times of the day, and there are some lines where you may never use OPTO. It’s not always about savings. It may be the savings are reinvested in other parts of the system. So, if for argument’s sake, you save (a certain number of conductor positions) and put them on platforms that are extremely crowded, and you have fewer people falling to the tracks, that’s a better utility of resources.”
Interestingly enough, Prendergast has also called for a rapid expansion of automatic train operations in order to boost line capacity. The TWU has pushed back on this issue over concerns that it could lead to zero-person train operations. All of this, furthermore, is a lot more than recent MTA heads have said on this hot-button issue and provides a glimpse into the MTA’s labor future. Prendergast, according to the article, will try to get OPTO on lines with lower ridership totals at first. The overnight R shuttle service into Bay Ridge could be a prime spot for such a test.
Meanwhile, in a nod to the union, Prendergast spoke about the need to reallocate employees and encourage worker flexibility. Prendergast wants to restore customer service agents as many of those red-vested employees lost their jobs during the 2010 service cuts. Prendergast noted that moving to OPTO could give the MTA the ability to restore some of these positions. He also discussed the concept of platform conductors — MTA employees tasked with crowd control at some of the more popular stations. It’s a nascent idea at best.
That’s the good stuff with regards to labor, but Prendergast hit upon some other issues in the interview as well. We’re in for a lot of service changes as the agency copes with Sandy damage. Vital equipment will have to be replaced sooner rather than later due to saltwater corrosion, and Prendergast warned of the system “be[ing] out of service at a more impactful level.” That fare hike scheduled for 2015 is still firmly on the table, and Prendergast is skeptical of recent calls for mayoral control of the MTA. “If you’re going to take the responsibility,” he said, “you have to have the funding to go along with it.”
Even as the MTA and TWU seemingly get nowhere in their ongoing labor negotiations, a few key issues have risen to the top of the agenda. While calls for unnecessary, costly and useless subway slowdowns have garnered headlines, issues concerning part-time employees have become contentions. The MTA wants to cut overtime pay by instituting part-time bus drivers while the TWU objects strenuously to such a plan.
Esme Deprez of Bloomberg breaks down the conflict:
The biggest U.S. transit agency’s proposal to use part-time bus drivers to cut costs is one of the most contentious points in contract talks now in their second year with its largest bargaining unit. The plan is part of a package of measures, including three years of no wage increases, that union leaders hope to derail when they send hundreds of workers to swarm the offices of lawmakers in Albany next month.
Leaders of Transport Workers Union Local 100 say allowing an army of part-time drivers would shrink paychecks, threaten public safety and harm the economic stability of families. “There’s no such thing as a part-time family or a part- time mortgage,” said Jim Gannon, a TWU spokesman. “If some schmuck wants to work part-time, go get a job at Best Buy.”
…Mass transit, especially in metropolitan areas, requires the most vehicles and workers during morning and evening rush hours to meet demand. Work rules that the MTA calls “outdated” require eight-hour shifts. During midday lulls, workers are often paid even when they’re not driving. Shifts lasting more than eight hours can’t be broken up between multiple employees, forcing the MTA to pay one worker overtime to do the whole thing. One bus driver with a base pay of $55,994 in 2009 more than doubled his take-home with $70,473 in overtime pay, according to a 2010 audit by state Comptroller Thomas DiNapoli.
In 2010, overtime cost the MTA $560 million for the extra wages, or 13 percent of payroll, the equivalent of employing an extra 7,000 full-time workers, according to the authority. This year, it budgeted $506 million. Toll and fare increases that take effect in March are expected to bring in only $450 million a year.
The TWU has framed the debate in terms of both job security and safety. It’s tougher for union members to make ends meet with only one job if some members are working only part-time jobs, and union leaders allege that part-time workers will not “abide by agency policy requiring approval of outside employment and sufficient rest between shifts.”
The MTA, meanwhile, says shifting some bus drivers to part-time status could save $13 million annually. It’s a small amount in the grand scheme of the MTA’s budget but would both represent work-rule reform and highlight a serious commitment to shaving labor dollars. Right now, though, the issue is just lingering — as are the overall contract negotiations — until some middle ground can be found. As usual, without real labor reform that goes well beyond full- and part-time distinctions, riders will pay, one way or another.
When the TWU’s contract expired on Monday, January 16, 2012, it seemed as though the MTA and its largest union would figure out a way to resolve the situation amicably. After all, New York Gov. Andrew Cuomo had appointed Joe Lhota to head up the MTA with an eye toward the contract negotiations, and both state and union officials were optimistic of a short stand-off.
Well, you know what they say about the best laid plans of mice and men. Here we are, 13 months later, with no end in sight. Joe Lhota didn’t move the ball too far, and the TWU rejected one of his more generous proposals last fall. Now, the former MTA head is involved in a campaign for the Republican mayoral candidacy, and the MTA has had no full-time Chairman/CEO for 50 days and counting. If Gov. Cuomo even knows there’s an absence to fill, I’d be a bit surprised.
Today, we learn from The Post that the two sides haven’t talked in three months. To make matters worse, the two sides can’t agree on why they haven’t spoken since November. Jennifer Fermino reports:
The 35,000-member strong Transport Workers Union Local 100 — which has been without a contract for over a year — claims the MTA has refused to negotiate since ex-chairman Joseph Lhota quit to run for mayor. “We have informed the MTA that we are fully prepared to continue bargaining,” the TWU said in a contract update to its members.” They responded that they won’t be ready to come back to the table until after Gov. Cuomo appoints, and the State Senate confirms, a new chair of the agency.”
It’s unclear when that will be. Cuomo has not named a successor to Lhota. But MTA spokesman Kevin Ortiz called the TWU’s claims “pure fiction.” An agency official blamed said the TWU refused to schedule time to come to the table. The MTA has continued contract talks with other workers unions, the official said.
According to Fermino, the TWU had previously rejected an offer that would have guaranteed a four-percent raise spread out over five years but with other givebacks as well. A Metro-North union had rejected a similar contract, and in the full statement available on the union’s website, TWU officials claim rejecting such an offer strengthens their position. I’m not so sure it’s as cut and dry as that, but I know one thing: Riders are going to suffer.
As the union makes abundantly clear in its statement, it will not accept “big work-rule givebacks and huge out of pocket increases in the cost of medical benefits.” Additionally, as the union made clear, its recent focus on subway platform safety is a not-so-veiled attempt at promoting its own ends rather than true concern with public safety. In both cases — through higher wages and greater pension obligations or through slower, less effective and more costly train service — the public loses.
It’s hard to say what’s going to happen over the next few months. Andrew Cuomo will eventually appoint someone to head up the MTA, and that someone will eventually have to address the TWU’s contract. But even the best-case scenario probably means a late March or early April confirmation date for the next MTA CEO. Meanwhile, the concerns of the riders, as always, are being ignored, if not pushed aside entirely, and transit offerings will suffer because of it.
Every organization has an end-game. It’s the goal an organization most wants to achieve no matter the costs, and the goal such groups go about pushing directly or indirectly. Right now, the Transport Workers Union Local 100 has two end-games: Leaders want to push the MTA toward a contract solution 13 months after the last three-year deal expired, and they want to ensure that union jobs are maximized.
Enter the great — and terrible — train slowdown idea. As you, dear reader, are well aware, the TWU has latched onto two high-profile subway murders to proclaim an epidemic that doesn’t exist. Despite the odds stacked overwhelmingly against anyone who’s at least showing one iota of care getting struck my a subway train — let alone killed — the TWU has made this their cause du jour. In part to protect union members how suffer the heavy psychological toll when trains they are driving strike someone and in part to get into the papers, the TWU has been promoting a call to slow trains down to 10 miles per hour as they enter stations.
The costs of these slowdowns are well documented. Streetsblog determined the economics of such a move could cost the city over $1 billion annually, and the MTA says a slowdown would add 13 minutes to a 2 train ride from 241st St. to Times Square. In other words, a 50-minute ride would take over an hour, and New Yorkers, who seem to support a slowdown without thinking too much about it, would be a singing a different tune within days.
As this debate has played out, I’ve come to both despise its existence and ponder the effectiveness of the TWU’s campaign. Not known for being particularly media savvy, the TWU has created a call that politicians and the vaunted People-On-The-Street can support without so much as a thought. I’ve been left wonder what’s the TWU’s end-game, and recent comments by the union on Twitter and its leaders at last week’s City Council hearing have me inching toward an answer.
Gothamist’s Ben Yakas has a very thorough report on the TWU’s take on the issue. In speaking with Yakas, TWU officials used particularly strident language to describe something that happens, give or take, to one out of every 10.8 million riders — and a third of time intentionally so. “We’re trying to snap the Transit Authority out of their unconscious state about it, from just ignoring it,” TWU VP Kevin Harrington, ignoring the fact that the MTA isn’t ignoring platform safety, said. “[Change is] going to have to come from the riders, because the Transit Authority is inured to doing anything by years of ignoring the issue. They dont think it’s an issue. They’re just stonewalling until it goes away.”
TWU President John Samuelsen used even more over-the-top language than that. Calling riding the subways “Russian Roulette,” he said the MTA’s claims that slowing down trains would cause overcrowding are false because the MTA could just add more trains: “The truth of the matter is, they have the ability to add capacity in rush hour situations. That’s an economic choice on their part, and a political choice on their part. They can do it. The question for them becomes: is it worth adding capacity to save three [subway] incidents a week. And to save an avalanche of fatalities over the course of a year? So the question for the company is, do we add service, and stop the daily game of Russian Roulette on the station platforms, with folks getting killed on the platforms, or do we add capacity to stop the deaths?”
Never mind the fact that slowing trains down would actually limit the number of trains per hour that could move through the tunnels and never mind the fact that we’d all be getting to work, school and play a lot slower than before. Let’s instead focus on what Samuelsen wants: He wants more trains on the rails. Why? Because more trains lead to more jobs.
Stephen Smith from Market Urbanism picked up this thread on Twitter on Thursday and suggested that that the MTA could implement OPTO as a solution to this pickle. It would lead to more trains but the same number of jobs, and all of a sudden, the TWU had no answer. “No OPTO [is] needed if the point is to provide more service,” the union said via Twitter.
So is this really about customer safety or is this about finding ways to increase the number of trains on the rails and thus the number of jobs to be had? The cynic in me is leaning toward the latter, and I must say that it’s a brilliant PR move by the union. It has politicians and riders advocating against their own interests to push for a measure that would lead to more union members working more train shifts. It’s a brilliant marketing move and a terrible operations policy.
The City Council’s Transportation Committee is in full-fledged oversight mode today. Even as “no criminality” remains the norm for the daily pedestrian deaths caused by drivers, the committee has decided to hold an emergency hearing on subway platform safety. With 54 deaths out of 1.6 billion riders, this is only a problem due to a pair of recent high-profile incidents. It’s always tragic when someone gets hit by a train, but in terms of pressing problems, this is not one of them.
Still, the show must go on. As the MTA embarks on a new public awareness campaign and eyes subway track sensor technology, the TWU has continued to push for slow trains. Preying on outsized public fears and stoking the flames of general unease with subway platforms, union members — including one dressed as the Grim Reaper — will be distributing the MetroCards you see above and at right this afternoon at some Lower Manhattan subway stations. It is not, by any means, a calm or rational approach to discussing the problem (if there’s even a problem).
As the cards show, the TWU wants three things. It wants trains to slow to a crawl while entering stations. Even at 10 miles per hour though, a huge subway train can do considerable damage to someone who jumps or falls in front of it. Additionally, the dollar cost of such a slowdown would be quite significant, and the MTA says slower trains would seriously reduce travel times and system capacity, leading to dangerous overcrowding.
Second, the TWU wants eyes on the platforms. I can’t disagree with this even if it is a blatant ploy for more jobs for union members. When I pass through Times Square each morning, MTA workers are on the IRT platforms making sure people are safely entering and exiting trains. No harm can come from watchful eyes as long as they are doing their work and contributing to safety.
Third, the TWU wants an emergency power shut-off in station booths. I struggle to see why this is a bad idea. As long as proper protocols are put into place, the only issue I can see concerns the amount of time it would take to power back up. I’m not familiar enough with the technical details of power delivery to the third track to go in depth on this request.
So two of the TWU’s three requests seem sensible, but the first one is obscuring the others. They’ve managed to turn slower trains into some mindworm that Transportation Committee Chairman James Vacca has whole-heartedly embraced, and their public statements are either misleading or misinformed. In defending their bloody MetroCards, a TWU spokesman called slower trains “a quick, easy and no-cost solution” when it is clearly not a quick or no-cost solution.
I believe the union has turned this into such a public matter due to the state of its current contract. Negotiations are stalled until the MTA has a permanent head, and it’s been nearly 13 months since the last agreement expired. But cooler heads should prevail. A train slowdown just isn’t the right answer, and neither is incessant fearmongering.
As I briefly mentioned on Monday afternoon, in response to two recent high-profile 12-9 incidents, the Transport Workers Union Local 100 had mulled issuing a slowdown order, urging TOs to crawl into subway stations. Tonight, more details of the order emerged, and the MTA responded forcefully, citing the Taylor Law. As we near the one-year anniversary of the expiration of the last TWU contract, accusations of politicking are in the air.
The TWU poster [pdf] that has gone up throughout the system hit the Internet tonight, and it urges TOs to enter stations with “extra care.” It says, “Whether someone jumped, fell or was pushed in front of the train, more than 150 T/Os have had to deal with the after-effects of their train hitting someone on the tracks. None of the 150-plus 12-9s were caused by improper operation by any T/O. However, we might prevent some 12-9s by coming into stations more slowly.”
But how slow is “slowly”? Pretty slowly. “In the interest of safety, enter every station as if there is a pair of yellow lanterns at the entrance,” the sign says. “Slow down, blow your horn, and proceed with caution. Preventing a 12-9, and saving yourself the emotional trauma and potential loss of income that go with it, is worth a few extra minutes on your trip. If you are asked where you lost your time, say you were operating safely to prevent 12-9s.” The double yellow lantern essentially means the trains would head into stations at around 10 miles per hour, well below current accepted speeds of 25-30 miles per hour. Such a rate would slow down operations significantly.
The MTA, meanwhile, responded forcefully. As Pete Donohue reported, MTA officials believed the TWU was simply acting, in part, to draw attention to its current contract negotiations. “Any slowdowns in the system which results from this concerted union activity may be considered a job action,” Christopher Johnson, Transit’s V.P. of Labor Relations, said to The Daily News.
In a subsequent statement, the agency elaborated: “Some of the actions the [TWU is] recommending, if implemented, would result in even more hazardous conditions due to overcrowding on platforms and onboard trains. There are other, more effective ways of making the system safer than slowing down train service and we are committed to working towards them.”
Transit officials explained the impact of any potential slowdown to The Wall Street Journal:
Slowing one train on its way into a station has the effect of slowing all the trains behind it in the system, MTA spokesman Charles Seaton said. The backups that would result from requiring every train to slow down significantly at each station would mean fewer train trips every day, Mr. Seaton said, reducing the efficiency of the subway system, which moves about 5 million passengers a day.
And with many subway lines already operating over or near capacity at morning and evening rush hours, reducing the trains’ speed would likely lead to increased crowding on station platforms. That condition already raises safety concerns on the oldest and narrowest station platforms in the system.
“It would certainly make it a lot more difficult to get on board trains, and platforms would be much more crowded,” said Mr. Seaton, who added that MTA officials hadn’t noticed drivers abiding by the slow-down order as of Monday afternoon.
There is no doubt that these train/person accidents create lasting psychological problems for the T/Os. Matt Flegenheimer adroitly profiled those issues in a Times article earlier this week. But these slowdowns are simply unnecessary. There are, as Market Urbanism’s Stephen Smith noted on Twitter, no subway systems in the world that mandate station approaches at such slow speeds, and such a move would negatively impact operations.
So the labor battle continues, as it has for a year. This is the first potential TWU action since Joe Lhota, a leader TWU head John Samuelsen seemingly respected, departed the MTA. It likely won’t be the last until and unless a new contract is in place. And so we wait.