• MTA looks to wire 44 stations for PA service · While services are facing the budget cut, the MTA is hoping to bring some more stations up to date. According to the Daily News’ Pete Donohue, the transportation agency has filed a draft amendment to its capital plan that “includes funds to upgrade communications in 44 subway stations, repair some of the worst station stairwells and platforms, and seal up the most flood-prone subway tunnels.” These are, of course, vital projects intended to keep the subway system in operation during emergencies both weather-related and not. [The Daily News] · (2)

A state of _____ repair

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The 7th Ave. station along the Culver line in Brooklyn has seen better days. (Photo by Benjamin Kabak)

A state of good repair. The MTA tosses that phrase around a lot these days, but no one really knows what it means.

New Jersey Transit defines it as follows: “‘State of Good Repair” is achieved when the infrastructure components are replaced on a schedule consistent with their life expectancy.” The MTA’s definition is, for all intents and purposes, the same.

In New York over the last twenty five years, the MTA has been fighting an uphill battle to return the subway system to a state of good repair. They’ve overhauled track beds and switches; they’ve purchased new rolling stock. And when time and money allows, they’ve attempted to redo stations, but it is here that we run into differing opinions over what exactly a state of good repair entails.

Over the weekend, Times reporter Javier C. Hernandez ventured out into some of the 19 stations that will see their renovation plans deferred. As expected, commuters who frequent those stations aren’t too pleased to hear that the MTA is forgoing outer-borough renovations yet again:

In the distance is one of the city’s most stunning views: the Statue of Liberty, Manhattan skyscrapers and a pristine New York Harbor. But the trip to the top of Brooklyn’s Smith-Ninth Street subway station, the highest in the city, is not so appealing.

Inside the station, scraps of paint fall from the ceiling as commuters make their way up cracked, rusty steps. “I’ve been waiting so long for things to change,” said Steven De Jesus, a contractor who commutes by train. He pointed to the peeling walls. “It’s horrifying and despicable right now.”


The authority has said that the stations, which sit above ground on the D, N, F and G lines in Brooklyn and the No. 6 line in the Bronx, were in good condition and posed no safety risks. But commuters say the stations urgently need attention. At some stations, stairways are crumbling, water is leaking through the ceilings and outdoor roofs, and gaps between wooden planks are widening.

Therein lies the rub. The stations may post no safety risks, but anyone who subscribes to the City Beautiful notion of public works won’t be too pleased.

Above this post is one of a set of five photos I snapped a few weeks ago in the 7th Ave. station on the Culver line; one, two, three and four are all available on flickr. The truth is that this station — and many like it — is not in a state of physical repair. Dirty water has corroded station tiles, and streaks of something run down the walls. In some spots, the tiles are gone; in others, they’re buckling. It’s generally not very nice.

But when funds are tight, the station renovation plans get the axe, but these superficial appearances don’t matter nearly as much as modern signals and solid track beds. In the end, the MTA will face more complaints from people dismayed with the state of their surroundings, and as the stations grow grimier, they take on the appearance of something less than desirable in any neighborhood. But until money flows the MTA’s way, that physical part of the state of good repair will be the first thing to go when the budget crunches arrive.

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Before I jump into the service advisories for the weekend, I wanted to remind you all of the importance of June 30. After Monday, all One-Day Unlimited Ride Metrocards purchased prior to the fare hike will expire.

For those who stockpiled MetroCards, this month was the drop-dead point. Thirty-day cards had to be activated by June 1; seven-day cards had to be swiped by June 24; and the one-day Fun Passes must be used by the end of the day on Monday. So if you have one-day passes lying around the house, take a few subway rides this weekend.

But worry not if your cards go unused. Refunds will be available to those customers who have unused pre-fare hike Unlimited Ride MetroCards. Ask your nearest friendly station booth worker for an envelope, mail it off to the MTA and wait a few weeks. You will get a refund. I’ve done it before; it actually works.

And now on to the weekend service advisories.

From 12:01 a.m. Saturday, June 28 to 5 a.m. Monday, June 30, there is no 1 train service between 14th Street and South Ferry. Also, 1 trains skip 18th, 23rd and 28th Streets in both directions. Customers may take the 2 or 3 trains between 34th and Chambers Streets. Free shuttle buses are provided between Chambers Street and South Ferry. These changes are due to Cortlandt Street Underpinning.

From 12:01 a.m. Saturday, June 28 to 5 a.m. Monday, June 30, Manhattan-bound 2 trains run express from Gun Hill Road to East 180th Street due to signal and structural work at East 180th Street. Also, 2 trains run local between 96th and Chambers Streets because of Cortlandt Street Underpinning.

From 12:01 a.m. to 5 a.m. Sunday, June 29, Manhattan-bound 2 and 4 trains skip Eastern Parkway,
Grand Army Plaza, and Bergen St.

From 12:01 a.m. Saturday, June 28 to 5 a.m. Monday, June 30, 3 trains run local between 96th and Chambers Streets due to Cortlandt Street Underpinning.

From 12:01 a.m. to 5 a.m. Saturday, June 28, Manhattan-bound 4 trains run express from Utica Ave. to Atlantic Ave.

From 12:01 a.m. Saturday, June 28 to 5 a.m. Monday, June 30, there are no 5 trains running between 149th Street-Grand Concourse and East 180th Street due to signal and structural work at East 180th Street. Customers should take the 2.

From 11 p.m. Friday, June 27, to 7 a.m. Saturday, June 28, from 11 p.m. Saturday, June 28, to 8 a.m. Sunday, June 29, and from 11 p.m. Sunday, June 29, to 5 a.m. Monday, June 30, downtown 6 trains run express from 125th St. to Grand Central.

From 12:01 a.m. Saturday, June 28 to 5 a.m. Monday, June 30, there are no C trains between 168th and 145th Streets. Also, free shuttle buses replace A trains between 168th Street and 207th Street. Customers may transfer between the Broadway or Fort Washington Avenue shuttle buses and the A train at 168th Street. These changes are due to structural work and track and roadbed replacement work between 168th Street and 207th Street.

From 12:01 a.m. Saturday, June 28 to 5 a.m. Monday, June 30, the last stop for some Coney Island-bound D trains is Bay Parkway due to track panel work between 8th Avenue and 86th Street.

From 12:01 a.m. Saturday, June 28 to 5 a.m. Monday, June 30, Manhattan-bound F trains run on the A line from Jay Street to West 4th Street due to infrastructure work.

From 8:30 p.m. Friday, June 27 to 5 a.m. Monday, June 30, there are no G trains between Forest Hills-71st Avenue and Court Square due to track chip-out between 36th Street and Roosevelt Avenue. Take the E or R instead.

From 4 a.m. Saturday, June 28 to 10 p.m. Sunday, June 29, free shuttle buses replace J trains between Crescent Street and the Jamaica-Van Wyck E station. (There are no J trains between Crescent Street and Jamaica Center-Parsons/Archer.) This is due to track panel installation between Cypress Hills and Jamaica Center-Parsons/Archer.

From 12:01 a.m. Saturday, June 28 to 5 a.m. Monday, June 30, Manhattan-bound N trains run on the D line from Coney Island-Stillwell Avenue to 36th Street due to track panel work between 8th Avenue and 86th Street.

From 12:01 a.m. Saturday, June 28 to 5 a.m. Monday, June 30, Brooklyn-bound NR trains are rerouted over the Manhattan Bridge from Canal Street to DeKalb Avenue due to track roadbed work between Prince and Whitehall Streets.

Categories : Service Advisories
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  • House delivers $237 million for MTA operating budget · Following up on yesterday’s item about Rep. Jerry Nadler’s (D-N.Y) promises to deliver federal funds for the MTA, the House voted to approve a bill authorizing $1.7 billion for public transit systems. Ostensibly, the money is earmarked for lowering fares and expanding operations as commuters the high cost of driving for public transit. This is the first time federal funds are being sent to public transit systems for operating costs, as the MTA is expected to receive $237 million, the agency will be able to use this money to pare down its debt. Don’t expect the fares to drop despite Congress’ wishes. [Associated Press] · (0)

At the end of last week, when New York City Transit announced that some service increases were heading our way in July, one line was noticeably absent from the list. That line was, of course, the IND Crosstown train, better known as the G train.

In fact, in writing about the service changes, Times transit reporter William Neuman explicitly mentioned the G train:

One line that had been scheduled for more service in the original proposal last December but was not included in this round of improvements was the G. Riders on the G often complain of long waits between trains. Officials said the G did not exceed the loading guidelines.

In English, that means that, based on metrics set by NYC Transit, G train capacity and wait times were within acceptable margins. In other words, tough.

G train activists — some of the more vocal in the system — were outraged. “The M.T.A. has done a grave injustice to G train riders and commuters in Brooklyn if it fails to enact service enhancements,” Hakeem Jeffries, Assembly representative from Brooklyn said late last week.

What Mr. Jeffries conveniently left was his anti-congestion pricing stance. While bemoaning the fate of service along a train important to his constituents, Jeffries didn’t offer up a mea culpa on his stance surrounding a plan that would have brought in money for the MTA to fund service upgrades.

This is, of course, nothing new for beleaguered proponents of the G train. While not the most devoted blogger, Teresa Toro’s Save the G organization has long fought for more service on the only major subway line to eschew the borough of Manhattan. And in this case I have to side with Toro, Jeffries and G train riders.

The MT’s loading guidelines view service overall. It’s true that the G train on weekends and off-peak times is mostly empty, and the ten-minute intervals between trains is manageable. But during rush hour, as residents from Gowanus to Greenpoint to and from Forest Hills to Long Island City scramble to make their G train connections, the four-car and six-car trains are packed to the gills. While the MTA needs to balance G train service with the demands of the Queens Boulevard trains, the G — particularly in the norther stretches of Brooklyn — needs more rush hour service. How and when it will happen is anyone’s guess.

Categories : Brooklyn, Queens
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Update 11:26 p.m.: A long time ago, all the way back in August of 2005, the MTA unveiled plans to install security cameras in subway stations as part of its counterterrorism efforts. The cameras were supposed to be installed and fully operation within three years which would put this project’s completion date in, oh, about six weeks.

Well, as astute riders may have noticed by now, the vast majority of subway stations do not have cameras and those that do had them long before 2005. While the MTA promised a pilot program for cameras in subway cars a few months ago, New York City is a long way away from seeing and being seen by surveillance cameras in the subway stations.

Today, the news got a little worse — or better, if you feel these cameras are an intrusion of privacy — when the MTA conceded that the project still has a steep mountain to climb. And according to a few anonymous agency officials, the original timeline for this project was overly ambitions. Who woulda guessed?

William Neuman has the story:

Aging fiber-optic cable in Brooklyn and Queens has become the latest obstacle to a planned high-tech system of surveillance cameras meant to safeguard the subway and commuter railroads, according to Metropolitan Transportation Authority officials…

On Wednesday, the authority’s board authorized the replacement of 84,000 feet of old fiber-optic cable, which was installed in the late 1980s. The replacement will cost $5 million and is being done as part of a separate project to build out the subway’s data network.

According to a board document, tests on the cable showed that it had “many broken fibers unsuitable to carry the high bandwidth required” to transmit large amounts of data, which hindered the surveillance camera project. The document did not say how long it would take to replace the cable.

The anonymous officials conceded that the MTA’s ambitious plans may not even be realized for another two or three years. There is no longer an internal timetable however, and the MTA must first replace a fiber optics cable outside that, according to Neuman, runs along the J/Z line from Broadway Junction to Sutphin Boulevard and along the E to Union Turnpike.

So as we sit here in 2008, and it looks like our subway stations won’t have security cameras until nearly a full decade after the Sept. 11 terrorist and attacks, around six or seven years after the Madrid Metro bombing in 2004 and five or six years after the London Undergound attacks. Point fingers anyway or bemoan the presence of cameras in the stations, but no matter how you slice or dice it, that’s quite the response time.

Categories : Subway Security
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It’s no secret these days that the MTA is in financial trouble. While the word bankruptcy hasn’t been tossed around yet, with the agency facing a few billion dollars in debt, we’re probably not too far away from that point. But an unlikely source of funds — in the form of pork — may be riding to the rescue soon.

Yesterday, in The Observer, Eliot Brown summed up the financial straits in which the MTA currently finds itself. For the most part, Brown rehashes territory familiar to loyal SAS readers: The MTA doesn’t have a dedicated source of revenue outside of the volatile real estate taxes. Having spend years borrowing to fund both ambitious capital plans and operating budgets, the agency finds itself on the edge of a massive financial crisis.

But Brown touches upon a new source of potential revenue in the form of senior Democrat and chair of the House Transportation Committee Jerrold Nadler, one of the most influential New Yorkers in the House. Writes Brown:

At the center of the Congressional efforts is Mr. Nadler, the infrastructure devotee who is now the most senior Democrat from the Northeast on the House Transportation Committee, which is slated to reauthorize a 12-figure, six-year transportation bill in 2009 that would likely steer substantial money to the M.T.A.

“What helps is that not only am I very senior, but compared to five years ago or six years ago, we’re in the majority now, not the minority, and we have five Democrats from New York on the committee,” he said.

The M.T.A. is planning on more than $8 billion from the federal government, an amount Mr. Nadler said seemed reasonable. But much will depend on who wins the presidential election.

The presidential comment, by the way, is way anyone who cares about the New York City subways should take a good long look at the public transit policies of Barack Obama.

Anyway, the MTA is now relying on a substantial federal contribution which basically amounts to a big barrel of pork for the region from Nadler. They’re also hoping for a magically monetary solution from Richard Ravitch. Meanwhile, as MTA CEO Elliot Sander noted in Brown’s article, the agency can’t really trim the internal fat anymore. “The M.T.A. has already taken significant steps to tighten our belts,” Sander said to Brown.

This is, of course, a risky strategy for the MTA. While Nadler’s promise is refreshing and one our representatives in Albany should adopt, the federal transportation has a long way to go before funds reach New York City. The bills will have to clear the House and the Senate, and a president — Bush or whoever wins in November — will have to sign off on the bill. If John McCain captures the White House, it won’t be a result of any voters in New York.

The promised money from Nadler is a start, and it’s refreshing to hear from a New York politician who is willing to get money into the coffers of those agencies who need it. But I’m afraid that this might be too little, too late. We need Albany to take the MTA’s financial situation seriously. We need more money for our transit network before it gets much worse.

Categories : MTA Economics
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  • NYC Transit increases fare-jumping fines · It’s official. Beginning around July 7, 2008, fines for evading the fares in the buses and subways will go from $60 to $100. It is the first such increase in over two decades, and NYC Transit notes that “virtually all other forms of civil fines in the region have increased since the 1980′s, quite substantially in many cases.” Did you know that police handed out nearly 85,000 fare-evasion summonses last year alone? [New York City Transit] · (2)
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