A screenshot of the heavily-redacted documents New Jersey Transit supplied in response to WNYC’s FOIA request.
Since Superstorm Sandy swept through the region in November, I’ve followed the story of New Jersey Transit’s utterly inept reply very closely. The agency suffered $450 million worth of damage to its rolling stock because it made many mistakes including erroneous modeling and the ignominious decision to ignore a report on vulnerabilities which led agency officials to move trains to vulnerable areas. No one has been fired yet.
Now, though, we have the ultimate tale in this saga as WNYC’s Kate Hinds and Andrea Bernstein have put together a comprehensive look at New Jersey Transit’s response. Their piece compares NJ Transit’s actions with those from the MTA, and the Garden State’s rail agency does not come out looking prepared or knowledgeable. It remains a stunning gap in leadership that has gone unpunished in the intervening months.
Throughout the piece, Hinds and Bernstein tackle some familiar territory. The two reporters focus on how NJ Transit used models with incorrect data inputs that led them to think vulnerable areas were safe. They track how officials ignored dire warnings relating to flood zones and rising tides. They touch upon the excuses officials have put forward and the lack of responsibility assumed by anyone in the storm’s aftermath, but as an exercise in synthesis, it tells a very damning story.
“The fate of NJ Transit’s trains – over a quarter of the agency’s fleet – didn’t just hang on one set of wrong inputs,” the two write. “It followed years of missed warnings, failures to plan, and lack of coordination under Governor Chris Christie, who has expressed ambivalence about preparing for climate change while repeatedly warning New Jerseyans not to underestimate the dangers of severe storms.”
When compared with the MTA’s uber-preparedness in the aftermath of both a crushing summer rain storm in 2007 and Hurricane Irene in 2011, NJ Transit’s response is even more bewildering. The trouble started at the top, and even as Andrew Cuomo and Joe Lhota stayed in close contact, Chris Christie and Jim Weinstein did not. Meanwhile, Hinds and Bernstein offer us more details on the reports NJ Transit commissioned and ignored:
In 2010, David Gillespie, the agency’s Director of Energy and Sustainability, rustled up funding for his own study: “Resilience of NJ Transit Assets to Climate Impacts.” The report was commissioned, Gillespie explained in a presentation to planners in March 2012, to help him sort through a pile of literature that he described as “two-and-a-half feet high.”
The report, prepared by First Environment of Boonton, NJ, also did not mince words. “Warming of the climate system is unequivocal,” it said. And, on page three, it referenced the “Flooded Bus Barns” report, emphasizing that “NJ Transit is already experiencing many of the climate impacts (flooding, excessive heat, larger storms) that are expected to occur in the Northeast over the next 20 years.”
The report specifically did not include recommendations for how to handle train cars. “The mitigation plan we have for moveable assets – our rolling stock – is we move it out of harm’s way when something’s coming,” Gillespie said in his presentation. Still, the report suggested the Meadows Maintenance Complex (MMC), located on dozens of acres in Kearny and positioned between the Passaic and Hackensack Rivers — might have actually been in harms way in a “storm surge area.”
Gillespie gave several presentations of the report at professional conferences. He shared the report with counterparts at other transit agencies and with the Federal Transit Administration. But, requests under New Jersey’s Open Public Records act for all of Gillespie’s emails referring to climate change (which filled an entire box) unearthed no evidence he sounded alarms at NJ Transit about the report, or that he even delivered it to the rail operations team.
The reporting then moves to focus on how NJ Transit ignored week-of forecasts as well:
In the days leading up to Sandy, NJ Transit was at the receiving end of a series of increasingly chilling reports from the National Weather Service that warned of record storm tides of up to 15 feet. “Very Dangerous Hurricane Sandy,” read the briefing issued Sunday, October 28. It contained a personal plea from Szatkowski to take the storm seriously. “If you think this storm is over-hyped and exaggerated, please err on the side of caution,” [National Weather Service’s Gary] Szatkowski wrote to the agency. That kind of warning “never happens,” he later told WNYC.
New Jersey’s state climatologist, David Robinson, told a panel at a January transportation conference that the forecasting was “brilliant.” “Sandy hadn’t even formed yet,” he said, “and models were showing a major storm.… We had plenty of warning.”
But despite this, NJ Transit was not prepared for the storm surge that swept in and engulfed its yards. Weinstein maintains he was at the yards at around five p.m. on Monday evening when the storm was on its way. “There was no flooding, no indication of flooding. The elevation is about 10 feet. A storm surge of six feet reinforces what we are telling you.”
But the prediction was for up to 15 feet, and even at low probabilities, Szatkowski says those numbers “convey huge, dangerous risk to both life & property.… Based on an analysis, if there was a 10 percent risk of a particular bridge collapsing over the next 72 hours, would that be deemed an acceptable risk? I don’t think so. A 10 percent risk of a catastrophe is huge.”
The real kicker though comes in the documentation. The MTA has publicly released hundreds of pages of documents concerning storm preparedness efforts. New Jersey Transit’s response to a FOIA request for its rail operations hurricane plan was a four-page document in which every single word was redacted. Did they even have a plan or did they just black out four pages to make it seem like their super-secret (and seemingly inept) plan can’t be revealed to the public?
It’s been nearly seven months since Sandy, and the same people are still in charge in New Jersey. We’ve heard story after story highlighting the poor responses, the bad decisions and the misinformed officials, and yet no one has been fired. Does Chris Christie have such a low regard for New Jersey Transit? Is he concerned that admitting an error in hurricane response will hurt his national image? Is everyone willfully ignoring what happened? Now that we know the story from Sandy, these questions demand answers.
Along with a set of higher transit fares in early March came a $1 surcharge on all new Metrocards purchased via an in-system Metrocard Vending Machine. The fee, first introduced as a concept in the early part of this decade, was years in the making, and the MTA justified the levy as part of an effort to cut down on the costs of producing Metrocards. The $1 fee is supposed to act as a deterrent against purchases of new cards while the old one is still valid, but even if Metrocard litter
