As the MTA stares down the barrel of a financial crisis, the agency has, rightfully, adopted a new motto: no fare left behind. As tangible talk of a fare hike swirls, New York City Transit has already beefed up its fare-enforcement efforts, and now the authority is putting Staten Island on notice.

The Staten Island Railway is one of the quirkier aspects of the MTA’s transit network. It runs for 13 miles from the Staten Island Ferry terminal at St. George south to Tottenville. The railway features a daily ridership of around 17,000. And very few of them pay a fare.

The SIR, you see, only has fare-collection points at the ferry terminal and the Staten Island Yankees’ ballpark stop a few blocks away. Otherwise, the ride is free, and many riders enter and exit at Tompkinsville, a half-mile walk away from the ferry terminal.

But those halcyon days will soon be over. As CityRoom reported late last week, the MTA is set to introduce turnstiles at Tompkinsville too. Gone are the free rides. Jake Mooney has the details:

The Tompkinsville station is being renovated to install turnstiles, which means that come next summer, riders will have to pay to get off the train there, too. The closest free stop to the ferry would then be Stapleton, a little over a mile away, and whether people will get off and walk from there is an open question…

John G. Gaul, the chief officer of the railway, provided some background in an interview on Thursday about the decision to add fares at Tompkinsville — a decision that was not greeted too warmly this week.

First, Mr. Gaul said, the shift was motivated, “in large measure, but not totally,” by the desire to get $2 apiece from some of those people who are now getting off the train to avoid paying. That, he said, would yield about $661,000 more in annual revenue — about a 10 percent increase over the line’s current revenue.

Gaul goes on to explain how MetroCards rendered the SIR’s manual, on-board fare collection efforts moot. With the technological advances of the MTA, apparently, they could no longer collect tokens from the riders. Supervision dropped; crime rose; and now the MTA is, eleven years after introducing MetroCards, taking the time to address this problem.

The efforts at Tompkinsville — some HEETs and closed-circuit security cameras — are something of a test run for the rest of the Staten Island Railway. If it succeeds in capturing more revenue, the MTA may expand the pilot program down the line. The only catch is that these renovations are going to cost $6.8 million and result in just, as Mooney reported, an additional $661,000 a year. It’ll take a while for the revenue to pay for the renovations, let alone standard operating costs.

Of course, the riders are begrudgingly accepting of the MTA’s efforts to collect the proper fare, but some of them plan to walk the mile from Stapleton to the ferry. While I admire the exercise and effort at which people will go to avoid the fare, at some point, the $2 — or less with a pay-per-ride discount or Unlimited MetroCard — seems like less of an effort. People will do anything for a buck or two in New York City.

Categories : Staten Island
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  • E-ZPass, I just can’t quit you · While MTA officials, past and present, have received their fair share of flack for the overly-generous free E-ZPass perks they once enjoyed, it seems that not everyone is so keen on giving them up. The E-ZPasses were recalled in June, and three months later, a whopping 20 percent of them remain outstanding, according to The Daily News. Of those that have come back, not everyone is so keen about giving up the perk. Warren Dolny, a 79-year-old last on the MTA Board in 1996, plans to sue. Dolny was the number one abuser of the privilege, racking up $30,000 worth of trips in one year. His 918 rides in 2007 amounted to 2.5 a day. ‘Nuff said. · (0)
  • A congestion pricing primary day vote · Today is Primary Day for many New York City politicos hoping for reelection. While the New York machine is alive and well and most incumbents won’t lose, here’s your chance to express displeasure with our elected representatives for the way they handle mass transit issues in and around the New York Metropolitan Area. As TSTC’s Mobilizing the Region reminds us, Sheldon Silver was one of congestion pricing’s primary opponents and the man ultimate responsible for its death in committee. If you live in Manhattan’s District 64, go vote for his opponents. While Silver will probably win, he doesn’t deserve the support. · (4)

This bus is on loan to New York from Belgium. (Photo courtesy of NYC Transit)

Outside of red telephone booths, nothing screams “London” quite like a double-decker bus. The ubiquitous vehicles line the streets of England’s capital day in and day out, and they are positively European.

Four months ago, NYC Transit President Howard Roberts mused about the return of double-decker buses to New York City. His dreams, it seems, will become a reality.

In an effort to increase bus capacity and respond to ridership demands, the MTA is set to audition double-decker buses on the streets of New York. The first prototype, a bus on loan from a Belgium-based transportation company, will hit the streets on Thursday and will run as part of a 35-day test as the transit authority attempts to assess how these buses navigate New York City streets and traffic, what level of maintenance they require and how they handle loading and unloading.

“This is not for show. This is not just to titillate the New York public. We really like this bus,” MTA CEo and Executive Director Elliot “Lee” Sander said during a press conference yesterday. “There is a very real chance that New Yorkers will see this in the future. We hope it passes the test.”

Pete Donohue of The Daily News has more on this unique bus:

The agency will seek rider opinions, which likely will include notice of low ceilings. The first level measures 71 inches – 5 feet 11 inches – from floor to ceiling. The upper deck is just 67inches, or 5-feet-7. The average American man is 5-feet-9.

Except for tourist buses, double-deckers haven’t been a regular feature of the city streetscape since the early 1950s, when Dwight Eisenhower was President, gasoline was 20 cents a gallon and television shows were in black and white.

A double-decker with 81 upholstered seats and tinted windows will start making runs on Thursday. The largest bus currently in service, the so-called accordion or articulated bus, has 62 seats. During the 35-day test, the double-decker is expected to be deployed on several routes, most likely including the x17 express between Manhattan and Staten Island, the M5 Limited and the M15, officials said.

It’s tough to get a sense of how much standing room these buses have. But it sounds as though these buses will more than complement the buses currently on the street. Notably, these double-decker buses are more fuel-efficient than the articulated buses current running on the crowded Manhattan streets. As they also take up less horizontal space, it’s a win-win situation for both the MTA and other Manhattan drivers.

On the down side, these buses can’t handle cross-park traffic. The transverses in Central Park don’t feature clearance high enough to allow these double-decker buses to run across town through the park.

In the end, it’s hard not to like this idea. It combines practicality, environmentalism and nostalgia all in one. These buses, if they pass the test of a public not so keen on the buses, would be a welcome addition to the New York City public transit system.

Categories : Buses
Comments (11)

While much of the news focus surrounding the proposed 2009 MTA fare hike has focused on the burden this imposes on we the riders, every now and then, an astute editorial draws attention to the real issue: unacceptable levels of government subsidies for the MTA. Today’s comes to us from The New York Times’ editorial board:

Neither the city nor the state is paying its fair share, despite what they claim. With the Metropolitan Transportation Authority facing a budget gap of nearly $1 billion next year, direct subsidies from both governments last year totaled about $600 million, not much more than what they were a decade ago, according to the nonpartisan Independent Budget Office. Adjusted for inflation, subsidies have actually declined, saddling riders with an ever-increasing burden.

The main problem is that New York’s state legislators have failed to put a dependable source of financing — like congestion pricing — in place. Transit has been forced to rely on fluctuating taxes from real estate and other sources and, increasingly, rising fares…

The M.T.A. has said it needs the city and state together to contribute an additional $300 million next year. State lawmakers say they are awaiting the recommendations of a commission led by Richard Ravitch, expected after the November elections. Mayor Michael Bloomberg insists that the city has already done its part, contributing $1.2 billion last year.

But Mr. Bloomberg gets to his $1.2 billion figure by including not only the city’s direct subsidies, which are what really matters, but also an assortment of other kinds of payments that do not directly benefit the M.T.A. They include $344 million in interest payments on money the city borrowed for previous transit aid.

A safe, clean and reliable mass-transit system is not only environmentally sound; it is also essential to New York’s economy. We know the city and state have their own huge, looming budget gaps. But both need to dig deeper to keep mass transit moving.

I’m quoting at length here because the point is a very important one. The government — but the city and the state — need to find a way to fund our mass transit network. New York’s economy depends on it, and if these legislatures don’t kick back more money, the city, the region and the state will suffer.

Categories : MTA Economics
Comments (1)
  • Ravitch Commission hearing schedule announced · The Ravitch Commission, tasked with identifying ways to improve the MTA’s finances, has announced its upcoming hearing dates. Mobilizing the Region reports the dates as follows: Monday, Sept. 15 at NYU’s Kimmel Center; Monday, Sept. 22 in Mineola; and Wednesday, Sept. 24 in White Plains. I have class for much of the day on Mondays, but since I’m literally right next door, I’ll drop in to check out the afternoon session.

    However, while I can watch the hearings unfold, I won’t be able to chime in with my two cents. As amNew York notes today, people testifying in front of the commission will speak on invite only. The public will be able to contribute written statements only. According to the paper, more details about the hearing should be released today. · (0)

On Friday afternoon — long a favored time of the Bush Administration to drop bad news — came word that the federal Highway Trust Fund is going to run out of money before October. At first blush, it doesn’t seem as though this news would impact mass transportation in New York City, but, as with all things transit, the funds from one area impact the entire department. The mass transit infrastructure in New York City and throughout the nation could bear the brunt of this financial shortfall.

Times reporters David Stout and Matthew L. Wald illuminate the issue for us:

An important account in the federal Highway Trust Fund will run out of money this month, a situation that could hamper completion of road and bridge construction projects across the country, Transportation Secretary Mary E. Peters said on Friday.

Because the trust fund’s highway account is draining away, the Transportation Department will have to delay payments for projects, Ms. Peters said at a news conference. Since money from Washington typically pays 80 to 90 percent of the cost of federally aided road work, states with shaky finances may have to consider curtailing projects…

Another possible solution would be to transfer money to the highway account from the account that the trust fund maintains to finance mass transit. But lawmakers from large cities that rely on trust-fund aid for their transit systems could be expected to resist such a move.

Stout and Wald’s conclusion here is actually a total understatement and misrepresentation of the facts. As The Wall Street Journal reported on Saturday, the Bush Administration would prefer to take money from mass transit and move it into the highway fund. But Congress rightly and soundly rejected that effort.

In the end, though, this detail doesn’t impact the bigger picture. The Department of Transportation is facing a shortage of money due to rising gas prices, more fuel efficient vehicles and fewer miles traveled. These causes of the shortfall should be applauded, but mass transit — and the nation’s transportation network on the whole — will suffer. Congress and USDOT need to figure out a forward-looking solution to this problem. No longer can we as a society afford to rely on measures that contribute to our energy and environmental crises.

On a local level, this news has direct ramifications for the MTA and, in particular, its current big-ticket items. A significant amount of the funding for Phase I of the Second Ave. Subway comes from the federal Department of Transportation, and clearly, these plans are not high up on the list of priorities coming out of a Republican-run DOT. While we may see a changing of the guard over the next few months, roads will always come first on a national level.

As the Second Ave. Subway trudges its way toward a completion, eight decades after the plans were first announced, forces are conspiring against it. But the MTA, the city and the state can’t let another obstacle interfere with this progress. The subways should be okay; the MTA should get its money; but nothing is taken for granted along the Second Ave. Subway.

Comments (0)
Sep
05

Stay home

By · Comments (4) ·

This may be the worst weekend all year for service delays. Nearly every line has multiple route changes that go into effect tonight at 12:01 a.m. You’ll see stops skipped, lines rerouted, the whole shebang.

SubwayWeekender has the changes in a convenient map form. Me? Well, after last night’s ride home, I might just walk everywhere this weekend, Saturday’s rain be damned.

I wonder why New York City Transit has stopped releasing these service changes in press release form. Anyway, they’re all available in the Know Before You Go e-mails.


Downtown 1 and 2 trains skip 86 and 79 Sts
Sep 6 – 8, 12:01 AM Sat to 5 AM Mon

Uptown 1 and 2 trains run express from Chambers to 34 Sts
Sep 6 – 7, 12:01 AM to 5 AM Sat and Sun


Brooklyn-bound 2, 3 and 4 trains skip Bergen St, Grand Army Plaza, and Eastern Pkwy
Sep 6 – 8, 12:01 AM Sat to 5 AM Mon


Manhattan-bound A trains run local from Euclid Av to Broadway Junction, then express to Utica Av, trains resume local service to 125 St, then run express to 168 St
Sep 6 – 8, 12:01 AM Sat to 5 AM Mon

Brooklyn-bound A trains run local from 168 to West 4 Sts, then on the F to Jay St, trains resume local service to Euclid Av
Sep 6 – 8, 12:01 AM Sat to 5 AM Mon


No C trains running
Take the A instead
Sep 6 – 8, 12:01 AM Sat to 5 AM Mon


Bronx-bound D trains skip 170, 174-175, and 182-183 Sts
Sep 6 – 8, 12:01 AM Sat to 5 AM Mon


Queens-bound E trains run local from Queens Plaza to Roosevelt Av
Sep 6 – 8, 12:30 AM Sat to 5 AM Mon

Manhattan-bound E trains run express from 71-Continental to Roosevelt Avs
Sep 6, 12:01 AM to 12 noon Saturday

Manhattan-bound E trains run local from Roosevelt Av to Queens Plaza
Sep 5 – Oct 6, 11:30 PM Fri to 5 AM Mon – I’m not sure why this e-mail said October, but that’s what it said.


Queens-bound F trains run local from 21 St-Queensbridge to Roosevelt Av
Sep 6 – 8, 12:30 AM Sat to 5 AM Mon

Queens-bound F trains run on the V from 47-50 Sts to Roosevelt Av
Sep 6 – 8, 12:01 AM Sat to 5 AM Mon

Downtown F trains skip 23 and 14 Sts
Sep 6 – 8, 12:01 AM Sat to 5 AM Mon

Manhattan-bound F trains run local from Roosevelt Av to 21 St-Queensbridge
Sep 5 – Oct 6, 11:30 PM Fri to 5 AM Mon – Again with the October


No G trains between 71-Continental Avs and Court Sq
Take the E or R instead
Sep 5 – 8, 8:30 PM Fri to 5 AM Mon

G trains run every 20 minutes between Court Sq and Smith-9 Sts
Sep 5 – 8, 11 PM Fri to 5 AM Mon


J trains run in two sections:

  1. Between Jamaica Center and Essex St
  2. Between Essex and Chambers Sts

Transfer at Essex St to continue your trip
Sep 6 – 8, 1 AM Sat to 5 AM Mon


N and Q trains run on the R between DeKalb Av and Canal St
Sep 6 – 8, 12:01 AM Sat to 5 AM Mon


Manhattan-bound R trains run express from 71-Continental to Roosevelt Avs
Sep 6, 12:01 AM to 12 noon Saturday

Categories : Service Advisories
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