• Mayor Mike proposes reservation tax to fund MTA · While Richard Ravitch and his commission are hard at work identifying potential sources of revenue for the cash-starved MTA, Mayor Michael Bloomberg isn’t letting the issue pass him by. Bloomberg, ever the businessman, calls upon the state to collect taxes on Indian reservation cigarette sales. For the past 14 years, since the Supreme Court decided that states could collect taxes on reservation sales, New York has opted not to enforce this rule, and Bloomberg writes that the taxes would amount to $800 million annually or just enough to cover the MTA’s budget deficit. I wouldn’t say “no” to this idea, but I’m sure the same politicians who won’t push congestion pricing aren’t going to sign up for this one either. New York City and its transit system is stuck in neutral, and Albany is to blame. · (3)

Subway Escalator by flickr user hizonic.

If I were the MTA, I wouldn’t attempt to draw too much attention my escalators. We have long heard about how many escalators are notoriously out of service, and in a way, the escalators are symbolic the larger problems plaguing the MTA.

But that’s not stopping the transit authority from plowing ahead on the escalator issue. According to Sewell Chan of The New York Times, the MTA is set to unveil some rather spiffy and environmentally-sound escalators over the next few months in an effort to respond to past critiques of their moving staircases. This move should also save the MTA just under $2000 per escalator per year.

Chan reports:

Starting on Monday, 35 recently installed escalators at four stations will start operating at variable speeds as part of a pilot program. The escalators, which use infrared motion sensors, will slow to just 15 feet per minute when no one is on them, compared with the normal full speed of 100 feet per minute. The escalators will gradually accelerate to the full speed, over a few seconds, once a rider steps on.

“Like humans, machines benefit from a little rest from time to time, and the escalators that provide service to subway customers are no exception,” said Paul J. Fleuranges, a spokesman for New York City Transit, the arm of the authority that runs the subways and buses.

By replacing old escalators with new ones that use a variable-frequency drive and numerous sensors, positioned near the escalators, officials hope to save on energy costs, and, just as important, reduce the wear and tear on the many mechanical parts in the heavily used machines.

“It’s not an idea we invented,” Thomas Kenny, principal mechanical engineer in the department of capital program management at New York City Transit, said in a phone interview. “We call it sleep mode. Others call it intermittent operation. It’s been used widely across the world, particularly in Europe and Asia.”

According to Chan, the lucky escalators can be found at the following stations: 34th Street-Herlad Square; Roosevelt Island, home of notoriously unreliable escalators; Jamaica-Van Wyck; and Jamaica Center-Parsons/Archer. Don’t you all go screwing around with the sensors now.

It’s hard to argue with the MTA on this one. Environmentally-friendly escalators that save the beleaguered transit agency some money are a plus in my book, but there’s a catch. These escalators have to work in order to be effective, and the MTA’s track record in that regard is far from stellar. I hope the MTA can pull this one off, but until their escalators run with some regularity and fewer breakdowns, I’ll be skeptical of it all.

Maybe, come Monday, the MTA will prove me wrong. I hope so.

Categories : MTA Technology
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  • The subways are cool · Or at least, that’s what New York City Transit would have you believe. According to NYCT statistics, 97.3 percent of all subway cars are adequately air-conditioned, which means that those cars were at 78 degrees or cooler. That’s a questionable definition of “adequate.” Meanwhile, the E train was the system’s grand loser with just 83 percent of the cars checking in at under 78 degrees and about six percent featuring temperatures higher than 88.

    According to Daily News writer Pete Donohue, NYCT is focusing more on air conditioning this year. As he writes, “Maintenance superintendents with the highest percentage of cool cars get trophies. Those with the worst numbers get oversized thermometers that they must keep on their desks.” How kitschy. · (4)

This weekend, on two separate occasions, I had the opportunity to see first-hand the state of the subway system. On Saturday evening, I took the N train from Pacific St. to Coney Island, and on Sunday, I used the Smith/9th Sts. subway stop coming to and going from Red Hook. Neither of these experiences presented much hope for the state of stations in disrepair.

The Smith/9th Sts. station has gotten a lot of press of late. Originally, the MTA had planned a full station overhaul as part of the Culver Viaduct Rehabilitation project. But when parts of the project were scaled back, the station rehab plans were placed in limbo. The station itself is a mess. The paint is beyond peeling; there are holes in the staircase; and it’s generally one of the ugliest and most run-down stations in the system. With views of Brooklyn, Manhattan and the Bay of New York, it should be a crown jewel.

Meanwhile, on that N ride through Brooklyn, the Sea Beach line journeys through Gravesend and Bensonhurst en route to the modern marvel at Stillwell Ave. on Coney Island. As the N journeys through a trench in Brooklyn, decrepit station after decrepit station pass by. Walls are damaged by leaking pipes and dirty water. Paint is gone. Platforms are cracked. The train travels past a physically unsafe and visually unpleasant set of station.

These are just two examples of a widespread problem found in our subway system. The stations are in a state of disrepair, and according to New York City Transit President Howard Roberts, these conditions may be here to stay. Angela Montefinise and Kathianne Boniello had the story in The Post recently:

The head of New York City Transit acknowledges that less than a quarter of the Big Apple’s subway stations are in acceptable condition – and says the agency is an “unbelievably long distance” from bringing the rest up to par, even with higher fares.

“There’s not anything out there that anybody is very proud of,” NYC Transit President Howard Roberts Jr. told The Post in a wide-ranging interview about the fundamental problems plaguing the city’s 468 subway stations as the agency slashes its budget and talks about raising fares twice more in the coming three years…

Roberts’ response: It’s extremely bad, and it isn’t going to get better any time soon. Roberts said the number of stations in good condition could be “as low as 100,” far fewer than his agency’s capital plan suggests.

The issue, of course, is what it always is: The MTA doesn’t have the funds to do more than maintain the status quo. “We’re not doing as many rehabs, and we have very limited capacity to maintain and clean the stations we do have,” Roberts said to The Post. “We really do not have the funding to do a first-class job.”

According to the NYCT chief, the transit agency would have to employ over 800 more station cleaners and many more maintenance workers than it currently does. So as you look around at your surroundings each morning and wonder when those streaks of grimy water and patches of missing tiles are going to go away, just know that the answer is that they aren’t any time soon. As long as we have politicians who are reluctant to think out of the box in order to fund transit, our system will continue to suffer. And that status quo will just become more and more expensive to maintain.

We’re a long way from seeing our stations in a state of good repair, and that’s a damn shame.

Categories : MTA Economics
Comments (3)
  • The Return of the Son of Congestion Pricing · The MTA has no money, and with subway officials acknowledging the system’s state of bad repair, everyone is focused on solving the MTA’s fiscal crisis. To that end, reenter congestion pricing. According to an article in The Times over the weekend, Richard Ravitch and his commission to save transit as we know it is seriously considering recommending congestion pricing as a dedicated revenue stream for the MTA.

    On the surface, this move may be just the push congestion pricing needs to get over that legislative hump. No longer just a pet project of a very rich and very independent mayor, congestion pricing could be presented as the revolutionary plan to save the New York Metropolitan Area’s public transit system. Of course, Richard Brodsky is still predicting doom and gloom for any congestion pricing plan, but if pricing were to fail again, the legislature would continue to shirk its duties to the MTA and New York City. We could be in for one grand face-off between the Big Apple and Albany indeed. · (2)

For the vast majority of rush hour subway commuters, getting a seat is the Holy Grail of the ride home. That seat provides us riders with our own too-small space underneath the packed masses of disgruntled cube dwellers trying to make their ways to or from work in a train that’s too crowded, too hot, too slow and not on time. That seat is a beacon of hope, individuality and space in a place where, all too often, those three traits are noticeably absent.

But with if those seats were gone? What if, instead of standing expectantly above a seat waiting for that person to get off at DeKalb Ave. or Rockefeller Center or 68th St., those seats simply didn’t exist at all in the subway? Could more people fit into the trains at rush hour? That’s what New York City Transit head Howard Roberts is wondering, and he plans to find out.

In a pilot program announced over the weekend and set to debut in five-to-seven months, NYC Transit will be eliminating seats from some rush hour subways an in effort to combat over-crowded subways. Pete Donohue had more:

The agency is planning a pilot program featuring a train with flipup seats in four of 10 cars. The flipup seats will be locked in the up position during rush hours, meaning everyone inside the car will have to stand, the Daily News has learned.

“Each car will be able to carry more people,” NYC Transit President Howard Roberts said of the no-sitting strategy. “It means more capacity. It gives the ability to pick up more people, and have fewer people left on the platform waiting for the next train.”

After rush hours, workers will unlock the flipup seats for riders to use, Roberts said.

Right now, the MTA is still attempting to work out logistics of this program. The NYCT chiefs do not yet know which lines will enjoy these seatless cars, and officials aren’t sure of the long-term prospects of the plan. But those in the know believe two things to be: More people will fit into the cars, and passengers won’t like this plan.

It’s hard to argue with the former point. With seats gone, people will squeeze into every available inch of a train car. No one will sit with their legs spread open as annoyed and tired commuters glare uselessly in that person’s direction. No longer will people sit on top of each other for seats; instead, they’ll stand too close to each other.

It’s the second statement — Gene Russianoff’s assessment that passengers won’t like this plan — from which I dissent. If the MTA adheres to the NYCT plan and keeps six out of ten cars with seats, passengers looking to take a load off can still gamble in those cars. Sure, it may mean more people rushing for seats, but I, for example, could rarely if ever get a seat from W. 4th to 7th Ave. along the BMT line. I would be happy to find a car without those annoying seats that jut into the car so prominently featured on the R68s.

The folks who stand to lose are the aged and infirm who can’t stand up for the duration of their subway rides. The folks who stand to lose are those who get on early enough and ride far enough to get a coveted seat on the way home. The folks who stand to gain are the rest of us, and outside of rush hour, when the seats will be flipped down, nothing will seem changed. The needs of the many — space in a train on the way home — outweigh the needs of the few who want seats for their short commutes at the end of the day.

Comments (8)

So today is the last day of my job working here. In three weeks, I’ll be starting law school, but I’ll still be bringing you the same great coverage.

Over the next two weeks, I’ll be out of the city, away from the hustle and bustle of the subways, but that doesn’t mean SAS will sleep. The subways don’t shut down; neither will this blog. I’ll be here for a few days, and then I have what promises to be a fantastic slate of guest columnists from around the Internet lined up.

I also want to say thank you to everyone who stopped by during the month of July. It was this site’s best month ever in its 20-month history.

Now on with the service advisories. Subway Weekender has your visual right here. The map of all of these extensive changes is available here as a PDF. Read on for more.

From 12:01 a.m. Saturday, August 2 to 5 a.m. Monday, August 4, downtown 1 and 2 trains skip 86th and 79th Street due to station rehabilitation at 96th Street.

From 12:01 a.m. Saturday, August 2 to 5 a.m. Monday, August 4, uptown 2 trains replace the 5 from Nevins Street to 149th Street-Grand Concourse. Uptown 5 trains replace the 2 from Chambers Street to 149th Street-Grand Concourse. This is due to Clark Street tunnel lighting.

From 12:01 a.m. Saturday, August 2 to 5 a.m. Monday, August 4, there are no 3 trains between New Lots Avenue and 14th Street. In Manhattan, customers should take the uptown 5 or the downtown 2. In Brooklyn, take the 4 instead. This is due to Clark Street tunnel lighting. – So much for that added service.

From 4 a.m. Saturday, August 2 to 10 p.m. Sunday, August 3, free shuttle buses replace 4 trains between Woodlawn and Bedford Park Blvd. due to switch replacement work at Woodlawn.

From 12:01 a.m. to 6 p.m. on Sunday, August 3, downtown 4, 5 and 6 trains run express from 125 St. to Grand Central. This is due to emergency work and is not included on the MTA’s regular service release for the weekend.

From 7 a.m. to 7 p.m. Saturday, August 2, Pelham Bay Park-bound 6 trains run express from Parkchester to Pelham Bay Park due to painting of the elevated structure.

From 12:01 a.m. Saturday, August 2, to 5 a.m. Monday, August 4, there is no C train service. Customers should take the A in Manhattan and the F in Brooklyn. Manhattan-bound A trains run on the F line from Jay Street to West 4th Street and the local on the 8th Avenue line from West 4th to 168th Sts. Brooklyn-bound A trains skip 163rd, 155th, and 135th Sts. and run local from 125th Street to Canal Street. This is due to several jobs including track repairs along the 8th Avenue line, station rehabilitation and underground connector at Jay Street and communications installation.

From 12:01 a.m. Saturday, August 2, to 5 a.m. Monday, August 4, Bronx-bound D trains skip 182nd-183rd Sts. due to track and roadbed cleaning between Tremont Avenue and Bedford Park Blvd.

From 12:01 a.m. Saturday, August 2, to 5 a.m. Monday, August 4, F trains replace the C in Brooklyn to Euclid Avenue. G trains replace the F between Hoyt-Schermerhorn Sts. and Coney Island due to station rehabilitation and underground connector at Jay Street.

From 8:30 a.m. Friday, August 1 to 5 a.m. Monday, August 4, there are no G trains between Forest Hills-71st Avenue and Court Square due to station rehabilitation and underground connector at Jay Street. Customers should take the E or R instead.

From 1 a.m. Saturday, August 2, to 5 a.m. Monday, August 4, J trains run in two sections:

* Between Jamaica Center and Delancey-Essex Streets and
* Between Delancey-Essex Streets and Chambers Street

This is due to station rehabilitation at Chambers Street.

From 4 a.m. Saturday, August 2, to 10 p.m. Sunday, August 3, free shuttle buses replace M trains between Middle Village-Metropolitan Avenue and Myrtle Avenue-Broadway due to track panel work near Central Avenue.

From 12:01 a.m. Saturday, August 2, to 5 a.m. Monday, August 4, Manhattan-bound N trains run on the D line from Coney Island-Stillwell Avenue to 36th Street due to track panel installation.

From 12:01 a.m. Saturday, August 2 to 5 a.m. Monday, august 4, Brooklyn-bound NR trains are rerouted over the Manhattan Bridge from Canal Street to DeKalb Avenue due to tunnel rehab work between Whitehall and Canal Streets.

From 12:01 a.m. Saturday, August 2 to 5 a.m. Monday, August 4, Q trains run in two sections due to track roadbed work:

* Between 57th and Pacific* Streets and
* Between Atlantic* and Stillwell Avenues

*Customers must walk through the passageway between Pacific Street and Atlantic Avenue. This is due to rail maintenance and repair between Atlantic Avenue and Prospect Park.

Categories : Service Advisories
Comments (8)
  • SAS construction delayed for more entrance studies · According to NY1, the MTA is pushing back construction on parts of the Second Ave. Subway. As the news agency reports, the MTA will reconsider planned entrances at 86th and 72nd Streets because “East Side residents and city officials had expressed concern over the impact the mid-block entrances would have on parking and vehicle traffic in the neighborhood.” A Second Ave. Subway delay? Surprise! · (4)

Fourteen years, six months and 25 days ago, the Metropolitan Transportation Authority introduced the world to the MetroCard. These pieces of plastic — then blue with yellow letters — had a magnetic strip that would automatically deduct the $1.25 fare. Until Jan. 6, 1994, straphangers had the distinct pleasure of carting around packets of tokens or cash to buy tokens from surly clerks.

Over the years, the MetroCard has ushered in a mass transit ridership boom in New York. With the advent of discounts and unlimited ride cards — which just celebrated their tenth anniversary — New York’s vast public transit system became infinitely more accessible. Riders could pay by credit card — a fact the L train still oddly touts as a new development — and no one had to deal with pockets stuffed with tokens.

This week, in one of the more disastrous MetroCard-related incidents for the MTA in the card’s short history, the MetroCard Vending Machines went down throughout the system, leaving straphangers stranded at rush hour on two consecutive days. According to the MTA, these failures came about when an encryption device, required by credit card companies to process secure transactions, failed, and the one remaining device could not handle the load on its own.

According to Ray Rivera, writing for The Times, these outages resulted in 122,000 failed transactions. New York City Transit, the branch of the MTA that operates the MetroCard machines, has refunded all cards that were charged but did not result in a MetroCard being distributed to the charge card holder. According to Paul Fleuranges, the VP of Corporate Communications at NYC Transit, the problem has since been cleared up and the agency has issued 20,218 refunds.

This technological snafu got me thinking about the fate of the MetroCard. I’ve been long anticipating the demise of the MetroCard and the rise of the smart card in New York. That day, however, seems a long way off. Could a smart card technology have avoided this disaster though?

The short answer, of course, is no. As with any technological problems, once a computer glitch hits and particularly so for one based on a payment system, it will impact any attempt to buy a product. In thise case, the credit card problems had everything to do with the credit card transactions and nothing to do with the MetroCard itself.

But that doesn’t mean we can’t look for better ways to purchase MetroCards. Right now, we’re stuck, for better or worse with the MetroCard Vending Machines. We’re stuck with hulking machinery that isn’t too flexible with the change it distributes and often has problems — particularly at busy stations — reading credit cards. Those of us who rely on pay-per-ride cards can take advantage of the EasyPayXpress program, but the 50 percent of us who use Unlimited Ride cards are stuck waiting on line as outdated technologies lumbers along.

Why not add an EasyPayXpress option for Unlimited Ride cards? Why not start a mail-order MetroCard service not related to the TransitChecks program? Or why not make Unlimited Ride cards renewable with the option for an automatic refill billed to one’s charge card?

Fourteen and a half years ago, the MetroCard was the next great technology, and fourteen and a half years ago, Apple users were stuck with laptops that looked like this and sported a whopping 4MB of RAM. Perhaps it’s time to upgrade the technology.

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