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When the MTA unveiled its 2015-2019 capital plan a few weeks ago, agency officials knew it would not be smooth sailing. The agency had identified $32 billion in projects and $16.8 billion in steady revenue streams. The proposed budget included no contributions from New York State, and it was a challenge, in its way, for Albany to tackle the hard question of capital funding (and perhaps a Move NY Plan). It was then no surprise that the state’s Capital Program Review Board torpedoed the plan.
In a brief note issued to the MTA last Friday, the CPRB simply said, “Nope. Good try, good effort.” They didn’t offer a rational — though the humongous funding gap was clearly to blame — and sent the plan back to the MTA “without prejudice.” That was the easy part. The hard part comes next. That’s the part where the MTA pares down the plan; Albany figures out some funding scheme; and everything gets approved.
It sounds so easy, but of course, it’s not. Along the way, the MTA will have to contend with the usual array of everything. In a Bond Buyer article about the CPRB decision, one know-nothing type putting himself out as a government consultant even tried to resort to that tired “two sets of books” trope. It’s an uphill battle every five years and one that no one ever seems to remember or learn from ahead of the next fight.
Yesterday, the obstacle was City Council. Now, MTA hearings in front of City Council aren’t all charades. It’s an opportunity for politicians to get MTA officials to say some things on the record, and what they said yesterday raised some concerns. The MTA seems to be planning the next phase of the Second Ave. Subway to go under pre-existing tunnels; they keep saying B Division countdown clocks are 3-5 years away, the same timeline they’ve had for 2-3 years; and plans to build a subway to Laguardia will proceed over a bunch of NIMBYs’ dead bodies in Astoria. That’s all been around in one form or another, but yesterday’s hearing served as a reminder.
Things went south when the capital plan came out though. A read through WNYC’s Kate Hinds’ tweets reveals city politicians arguing, after the fact too, for pet projects in their neighborhoods. While Mark Weprin deserves a nod for voicing some support for the Move NY congestion fee plan, some City Council members (and, um, MTA officials sitting in the hot seat) didn’t even know the basics of BusTime.
Overall, the hand-wringing seemed largely appropriate for a political arena, but as the City Council offered up some half-hearted solutions for someone else’s problem, no one bothered to talk about their contributions to the capital plan. In the MTA’s $32 billion plan to help improve mobility in and around New York City, the city’s capital funding contributions are pegged at all of $657 million or two percent of the total required funding. This meager amount of $131 million a year assumes a 25% increase over previous capital plans and some additional money for the MTA’s bus program. Who has skin in the game? Not City Council.
Ultimately, this is all about the dollars. Those people who pony up and take the step necessary to identify funding streams can have their say in the planning process. For now, though, the political charade plays itself out. The end game is obvious, but how we get there is not.
It’s often challenging to write about subway-related deaths or collisions without seeming callous or overly concerned. The deaths — ranging from intentional suicides to homicides to accidents — that we’ve heard about underground are tragic, and non-fatal incidents can be life-altering. They’re newsworthy because people aren’t supposed to be hit by trains and because they can impact normal rides for millions.
Early on in 2013, many people were showering an overwhelming amount of attention on subway/passenger collisions. Newspapers were marking each accident, alleging an uptick, while the TWU seemed to latch onto the stories as something they could exploit for good P.R. The union called for all train operators to slow down to 10 miles per hour while pulling into stations. It would have been incredibly time-consuming and costly, and the MTA did all it could to shoot it down.
Even as I disputed whether or not these subway incidents were enough of a problem to warrant action, over the course of the year they crept in and out of transit-related news coverage. Spurred on by a dramatic image of a man who had been pushed into the tracks and facing down an incoming Q train, the press coverage drove the MTA to begin to pilot sensor technology that is supposed to alert transit employees when an unauthorized person has entered the tracks. We discussed the high price tag for platform edge doors, and the overall cost assessment of working to save lives. The answers aren’t easy.
Now, with 2013 in the rear view mirror and full-year numbers available, we can assess whether the concerned coverage was in line with the numbers. Not so surprisingly, it was not. As Pete Donohue detailed today, subway deaths were slightly lower in 2013 than in 2012 while the total number of people struck by trains jumped slightly. It is still exceedingly unlikely that anyone will get struck by a train though, any solution should reflect this reality.
According to the preliminary numbers, 53 people died due to train collisions, down from 55 in 2012, while 151 people overall were struck by trains, up from 141 in 2012. Donohue notes that these numbers are a bit higher than average as 134 people were hit by trains and 41 killed per year from 2001-2012. These averages, however, do not reflect a steep increase in ridership since 2001 of around 20 percent, and with over 1.6 billion swipes per year, a de minimums number of people are struck by trains. “The chance of being struck and killed by a subway train remains astronomically low,” an MTA spokesman noted to the Daily News said.
Eventually, when money and varying subway car lengths are no obstacles and when a company is willing to front installation costs in exchange for ad rights, the MTA should implement platform edge doors. They’ll protect passengers from trains, keep garbage off the tracks and improve temperate control during the summer. For now, though, paying too much attention to this issue obscures deep-seated ones affecting transit on a daily basis. These deaths and collisions shouldn’t happen, but not even one-one hundred thousandth of a percent of riders are hurt by trains. Riding the subway remains safe.