Rolling Stock

A photo of the R179 that unexpectedly uncoupled last night.

Just four months after restoring the R179s to service following significant door safety concerns, the MTA had to yank Bombardier’s faulty subway cars from service again on Wednesday. This time, the issue was an unexpected uncoupling that occurred shortly after 1 a.m. to an uptown A train entering Chambers St. The issue first came to light late last night via a Twitter post, and pictures of the incident were available via Reddit.

Sooo the whole back of this train DETATCHED@MTA pic.twitter.com/kWRxY2EINd

— Hupaul Camacho (@traplordhuey) June 3, 2020

New York City Transit Interim President Sarah Feinberg sent out a statement about these troubled cars early this morning:

“Early today, just after 1 a.m. a northbound A train became separated between the sixth and seventh cars of the ten-car train as it entered Chambers Street Station. Ten passengers were safely evacuated with no reported injuries to customers or employees. At this time, we believe this to be an isolated incident, however, I am launching a full investigation, and out of an abundance of caution, the entire R179 fleet is being pulled from service until further notice. We have redeployed additional spare cars and minimal impacts to service are anticipated. This marks the latest unacceptable issue with one of Bombardier’s R179 cars. Customer and employee safety is New York City Transit’s North Star. We will not compromise one inch on safety. We will not return the fleet to service without certainty and validation that all cars are fit for passenger service – period.”

The R179s, which break down more often than older cars, have been problem-plagued from the start. Manufacturing problems and early testing failures delayed delivery of the full order, and the door safety issues caused then-NYCT President Andy Byford to pull the entirety of the fleet for a few weeks. It’s not clear yet how this will impact the MTA’s ability to deliver more service as NYC enters Phase 1 of the un-PAUSE process on Monday, and it is yet another issue for the Bombardier rail cars, which many consider to be lemons. In January, the MTA vowed to attempt to recover some money from Bombardier due to the ongoing issues, and debarment remains on the table. Bombardier is currently investigating this latest issue.

The R211 open gangway test train, shown here under construction, could become the model for all future NYC subway cars. (Photo via MTA)

After years of debate and an upcoming two-train R211 pilot program, the MTA is set to embrace open gangway subway cars in a big way next week when the MTA Board votes to begin the procurement process for contract R-34262. More commonly known as the R262 contract, this order of over 1360 new subway cars for the A division will replace the R62 and R62A cars currently in use on the 1, 3 and 6 lines and the 42nd St. Shuttle, and the entire order will feature open gangways, connecting five-car sets and increasing capacity on each train by around 8-10 percent.

The open gangways aren’t the only part of the R262 cars that look toward a future with more capacity. The R262s will also be fully equipped with CBTC capabilities, a key element of the plans to resignal the subways and increase throughput on, notably, the Lexington Ave. line. As the MTA Board summary notes, the R262s will replace 1139 R62 and R62A cars, and if the MTA opts to exercise both options for all 1364 of the 51-foot-long cars, the A Division fleet will grow by 225 cars or up to 22 more trains.

It’s far too early to know how the MTA plans to deploy these cars. After all, delivery on the first of the R262s isn’t expected until 2024, and the successful CBTC build-out is years as well. For now, the Board materials simply state that the increased fleet size will “support ridership growth as well as other operational needs.”

In fact, the issue under review by the Board isn’t yet the actual contract to build the R262s. The MTA is instead seeking permission to bypass the standard competitive bidding process and instead issue a competitive RFP. How “competitive” the bidding can really be one way or another is an open question I’ll return to shortly. As the staff summary prepared for the MTA Board said, normal competitive bidding isn’t appropriate for rail car procurement.

“Utilizing the RFP process will allow NYC Transit to select the proposal that offers the best overall value through negotiations and evaluation based on criteria that reflect the critical needs of NYC Transit,” read the staff summary. “More specifically, NYC Transit will be able to consider factors including: (1) the technical proposal, overall technical qualifications including the quality of product, experience of proposer, delivery schedule; (2) overall project cost and financial benefit to NYC Transit; and (3) other relevant matters.”

MTA Board materials released last month included the first mock-ups of the R262s.

The Board had originally intended to vote on the request for an RFP last month, but the decision to embrace an all-open gangway design came as a surprise. Although the MTA Board has been a loud voice in the push for the agency to move to a standard open gangway design, MTA Board members told me that they were not aware of the shift in philosophy until handed the materials. They wanted more time to study the proposal and understand the move to open gangways, and they plan to vote on proposal next week.

Getting the MTA to follow a path forward on open gangways has been a near-Herculean effort spanning the better part of a decade. The agency’s 20-year assessment issued in 2013 identified articulated trains as a clear need, but over the next few years, a debate emerged as to whether NYC could handle open gangways both technically and practically. It always reeked of New York exceptionalism to me. Other cities that use open gangways have train routes that curve and buskers and beggars alike that roam the subways. The problems were of a fear of change and lack of creativity.

When Gov. Cuomo finally grew interested in the subways in mid-2016s, he embraced open gangways. By then, the agency had already indicated the R211s would include an open gangway prototype and an option to add around 700 open gangway cars, but Cuomo’s push and behind-the-scenes work by his Board appointees has led to an all-open gangway R262 order. It is years too late, and the delay essentially means that the NYC subways can’t feature 100% open gangways until the mid-2070s at the earliest. But it’s a positive step nonetheless.

Those R211 test cars, meanwhile, are inching ever closer to becoming a reality. The MTA unveiled new photographs of Kawasaki’s test cars under construction, and delivery is still scheduled for May of 2021.

The R211, shown here under construction, will feature wider doors but fewer seats. The blue livery is the first addition of color to the rolling stock in decades. (Photo via MTA)

But with that future in sight, who will be around to build it? Alstom dropped a bombshell on the rolling stock industry this weekend as it announced a purchase of Bombardier Transportation, manufacturers of the problem-plagued R179s (and various other problem-plagued cars around the world). It’s not clear yet the extent of the penalties MTA intends to levy against Bombardier, but the new debarment regulations could disqualify Alstom, as Bombardier’s new owner, if Bombardier faces debarment.

Even without debarment, the Alstom takeover of Bombardier leaves Alstom and Kawasaki as the two remaining players in the New York City rolling stock world. Siemens could try to enter the market, and CRRC wants in, despite political concerns over Chinese government involvement in rail car manufacturing. Stadler has an increasingly presence in the U.S. as well, but whether they’re interested in New York remains to be seen.

No matter how it plays out, though, open gangways are finally on the horizon this time around as New York finally looks to catch up with the rest of the world.

When the R42s entered service on May 9, 1969, Richard Nixon was president, the eventual World Champion Mets were 12-15, and Neil Armstrong’s famous moon walk was still over two months away. Tomorrow, these venerable old cars, the last 60-foot married pairs made by the St. Louis Car Company and the first fleet to come fully equipped with air conditioning, will make their final rides with a ceremonial trip along the A line, hosted by the Transit Museum.

The last run of the R42s has been a few years’ coming, delayed by the problems with the R179s. Most of the R42’s married pairs were scrapped a few years ago when the R160s arrived and the MTA was still reefing old rail cars. The last to be retired have been replaced, haltingly, with those R179s as the 50-year reign of some of the system’s oldest cars come to a close.

Wednesday’s ceremonial ride is sure to attract a large crowd of rail watchers and eager photographers, and the MTA is making it a long one. The ride will depart Euclid Avenue at 10:30 a.m. on the way to Far Rockaway. The express ride from Far Rockaway to 207th St. is scheduled to begin at 11:30 a.m., and the final final run from 207th St. back to Euclid Ave. will depart at around 1:30 p.m. After that, you’ll just have to catch the R42s at the Transit Museum or immortalized on film in The French Connection.

The R179, seen here at Ozone Park, has been plagued with problems from the start. (Via DJ_Hammers76)

In a nearly unprecedented move, the New York City Transit Authority pulled all of their new R179 cars out of service on Wednesday morning amidst safety concerns related to the new subway cars’ doors. Transit President Andy Byford revealed on Thursday that a door on a C train popped open mid-route and that Bombardier, the trouble-plagued manufacturer, found the incident to be “representative of a more systemic problem,” as Byford said. For Bombardier and the R179s, this move is the culmination of years of problems across the manufacture, testing and performance of these cars, and the $600 million, 318-car R179 order, awarded in 2012 and delivered three years behind schedule, looks more and more like a set of lemons with each passing problem.

The news first broke via a Subchat thread shortly after midnight on Wednesday, and as rush hour dawned, the R42s, which had been retired just last month, were back in service. The MTA had to increase headways on the J/Z on Wednesday by about two minutes but was able to run a full rush hour service Thursday using older rolling stock. Meanwhile, the finger-pointing began in earnest nearly immediately.

“Bombardier Transportation alerted the MTA [on Tuesday] that its analysis of two recent incidents, in which all passengers were safe, raised questions about the reliable operation of a door mechanism on their newly-delivered R179 cars. Out of an abundance of caution, NYCT removed all R179 train cars from service overnight for thorough inspection and re-deployed other spare cars to continue service for this morning’s rush and ensure minimal impacts to customers,” Byford said in an initial statement. “NYCT has brought on expert LTK Engineering Services for an independent third-party review of inspections of the cars…As documented, the MTA has identified repeated issues with Bombardier’s performance and finds this latest development unacceptable. We intend to hold the company fully accountable.

Bombardier put out its own statement a few hours later, blaming one of its own suppliers for the issues. “Recently, two doors on cars in the R179 fleet at New York City Transit failed to function as intended. Our investigation shows that the doors were not properly calibrated by Kangni, the door operator supplier. We are now inspecting all of the R179 cars and, where necessary, making adjustments to ensure the safe and reliable performance of the doors for the entire fleet,” Maryanne Roberts, a spokesperson for Bombardier Transportation, said.

On Thursday, in lengthy comments to the press, Byford expanded on the problems. One occurred on December 24 when a door indicator issue brought the train to a halt. That was the incident in which a door popped open while the train was en route. A January 3rd incident caused Bombardier to identify the “more systemic problem” with the reliability of the doors (among other things). “Upon learning this,” Byford said, “we took immediate careful, but immediate, action to ground the fleet. And as I said earlier, that action was consistent our overriding priority and philosophy, namely that our customers’ safety is the number one priority and always will be.” On Friday, The City’s Jose Martinez reported that the R179s had been flagged with 16 incidents between December 1 and the day they were pulled out of the service.

With the fleet on the shelf, Bombardier and the MTA, along with Kangni and LTK, are all inspecting each car. Byford explained the process:

Bombardier originally informed us that they believed the complete full inspections of every 179 car, all 298 of them, could be completed within a matter of days. At this point, LTK, Bombardier and Kangni have been inspecting the cars since Tuesday evening and they have performed initial inspections on 3 trains for a total of 24 cars. So clearly this is taking longer, much longer in fact than Bombardier initially expected and to be frank, that NYC Transit would like. We have directed Bombardier to dedicate all possible resources to these inspections and we still want to see more from them. But, and this is a key point, we will not rush any cars back into service until we are wholly satisfied that it is safe to do so. So it will take as long as it safely takes because we want to ensure this process is completed as quickly and safely as possible. But we are also looking at the systemic and procedural issues revealed in this process and Bombardier has agreed on our direction to a software upgrade to provide an additional level of assurance to the door condition on all R-179s. So that’s additional work, and that explains why the process is taking longer than we initially thought it would.

For Byford and the MTA, this grounding sounds like it will be the last straw in a problem-plagued relationship. Bombardier has not yet been subject to the MTA’s new (and draconian) debarment rules, though the Permanent Citizens Advisory Committee to the MTA called for just that outcome on Thursday. Meanwhile, the agency is going to try to wrest something out of the rail car manufacturer. “The MTA finds Bombardier’s latest and repeated failures with these cars to be wholly unacceptable. We intend to hold Bombardier fully accountable for this issue, and for the other issues we have experienced over the course of this contract,” Byford said, later adding, “We are evaluating all legal options against Bombardier, including the best way to recover costs incurred as a result of this matter.”

Scott Stringer’s R179 Report: A Preview of Problems to Come

New York City Comptroller Scott Stringer’s December audit of the problem-plagued R179s portended the fleet’s grounding.

Byford’s promise must be music to Scott Stringer’s ears as the New York City Comptroller recently published a scathing report about the MTA’s experiences with Bombardier and the R179 order. I didn’t have an opportunity to write up Stringer’s report before the R179s were yanked from service, but the potential 2021 mayoral hopeful had recently issued a scathing indictment of both Bombardier’s performance and the MTA’s lax oversight with regards to the R179 order. You can read his report right here as a PDF.

The gist of the report was unsurprising to rail fans and MTA watchdogs, and Stringer summarized at a high level:

The audit found that throughout the seven-year extended contract term Bombardier consistently failed to timely meet project milestones, comply with technical requirements, produce acceptable work, and promptly correct serious defects in critical structural components of the subway cars. In addition, the Comptroller’s audit shows that the MTA failed to adequately oversee Bombardier’s contract performance and timeliness and failed to complete required annual contractual evaluations to hold Bombardier accountable.

According to Stringer’s analysis, Bombardier missed 19 milestones (or essentially all of them), including well-documented problems relating to welding and failure to meet testing obligations. Since delivery, the cars have constantly broken down at higher rates than any other new MTA rolling stock, and Stringer did not spare the agency either. Stringer felt the agency should have explored terminating the contract and must institute harsher penalties for late and sub-par performance in the future. In that regard, we’ll see what legal options the MTA pursues over the next few weeks and months.

Stringer took both the MTA and Bombardier to task this week. “The New York City subway riders who foot the bill for the MTA’s $600 million contract with Bombardier were promised new, state-of-the-art train cars to help modernize our ailing transit system. Now, all the cars that were delivered so far have been pulled from service due to critical defects. It is completely unacceptable,” he said, citing his December audit. “Bombardier sold us lemons. Straphangers need the MTA to manage these contracts from the beginning — before the trains go off the rails.”

What Comes Next

The MTA and Bombardier are going to work to get these new cars in order, and eventually, the two parties will head toward some sort of dispute resolution process. With so much attention on the faulty nature of these cars, Bombardier will be under public pressure to provide some compensation. Interestingly, working out a compromise will fall to a familiar face as one-time MTA Executive Director Lee Sander was tabbed to head up Bombardier Transportation’s floundering Americas operation in late 2018. He’s been in charge of dealing with delivery and performance issues in Toronto, and he’ll have to clean up this mess in New York as well.

During comments this week, the MTA has repeatedly stressed the “preliminary” nature of all the publicly available information, and as internal investigations continue, the agency almost seems to be expecting more problems to surface. For now, the old Budd-built cars will roll for a few more miles as the MTA and Bombardier try to make lemonade out of the R179 lemons.

The first part of the R211 contract will feature only 20 open gangway cars, but the design will arrive in New YOrk City soon. (Photo by Benjamin Kabak)

A few weeks ago, I previewed the MTA’s next-generation rolling stock. The R211s will feature wider doors and, at some point, open gangways, a design standard throughout the world. As I mentioned in December, though the MTA deserves praise for bringing an open-end car design to New York City, by delaying the arrival of the technology for so many years, the MTA sacrificed an 8-10 percent increase in capacity for decades. Cars that were purchased over the past ten years could have featured open gangways but did not, and these cars won’t be retired for another 40-50 years. The embrace of open gangways with the R211 order is a bittersweet moment to say the least, and one that still may not arrive.

Last week, the MTA Board approved a massive purchase for new rolling stock. The MTA is going to spend over $1.4 billion on 535 new cars, 20 of which will feature the open gangway design. Kawaski will fulfill this contract, and the first part will feature rolling stock that costs $2.7 million per car, a number far out of line with international standards. As an example, London paid over $1 million less per car for its recent purchase of open-ended S7 and S8 cars for the the Metropolitan, District, Hammersmith & City, and Circle lines.

The MTA’s new contract becomes somewhat more palatable if the future options are exercised. Kawasaki and the MTA agreed to an extension of $1.3 billion for 640 open gangway cars and an additional $913 million for 437 cars — or options for around $2 million per car with some adjustments for inflation. The contract, the MTA says, is “fair and reasonable,” and delivery of the open gangway prototypes is expected within 30 months, a very aggressive timeline for a new rolling stock contract.

“It is imperative that we provide a first-in-class subway car that can live up to the rigor and expectations of New Yorkers,” MTA Chairman Joseph Lhota said in a statement. “As part of our commitment to modernize the subway system, we have expanded and accelerated this contract to provide more reliable, more comfortable train cars that are easier to board and exit and provide more useful real-time information to riders.”

With or without open gangways, the new cars will feature 58-inch wide door widths that are eight inches wider than current cars. This new width should permit faster boardings, but the trains still feature enclosed doors so window space will be reduced. All R211s will be CBTC-compatible so at some point in the next few decades, the MTA will be able to provide more service. When that reality will emerge remains to be seen, but for now, new cars with open gangways are on the way. That is very much good news for New York City even if it is eight or ten years too late.

The R211 model was on display at 34th St. – Hudson Yards earlier this month. (Photo by Benjamin Kabak)

Over the past two decades, the MTA has engaged in a multi-billion-dollar effort to upgrade its rolling stock. Since 1999, the agency has welcomed over 3200 new subway cars and, once the R179’s testing issues are resolved, an additional 300 are on the way. The agency is also on the verge of awarding a contract for the R211, an order with an additional 1025 new cars that are expected to arrive early next decade. By the time the R211s are delivered, nearly two thirds of the MTA’s subway cars will be a part of the so-called New Technology Train program that launched with the R142s in 1999, and very few of them will feature open gangways, a standard design element throughout the world.

The MTA, as many of my long-term readers know, has had a touchy relationship with the idea of open gangways. Transit experts and advocates have long bemoaned the agency’s reluctance to embrace the design standard, and the agency has hid behind New York City Exceptionalism, alleging that engineering difficulties make the idea impossible to implement. That London has managed to do so on old routes with tight curves should lay bare this lie, and as the MTA’s own internal assessment reports have recently called for open gangway designs, the MTA has determined that its day of reckoning will come way or another.

The benefits of open gangways are obvious: open-ended cars can increase passenger flow and capacity by up to ten percent. At a time when our subway system is strained to meet passenger demand, open gangways offer up a huge boost in space without the need to run more frequent service. It’s practically a free way to provide more service with the only costs being engineering and design work that will pay off over the 40- or 50-year life of new rolling stock.

Future generations of MTA rolling stock will feature touch-screen subway maps, perhaps with the return of the Massimo Vignelli subway map. (Photo by Benjamin Kabak)

We know that open gangways are on the horizon. As part of Gov. Cuomo’s plan to not really save the subway system, the MTA unveiled cars with open gangways last year and promised that “up to 750 cars” of the R211 order could include open gangways. The R211 contract will include a ten-car open gangway pilot, and the option for 740 more cars is contingent upon the pilot passing its tests. The contract hasn’t been bid out yet (though Bombardier has already been disqualified), and the test cars won’t arrive until 2020. But recently, the MTA offered up a tour of a model of the planned open gangway cars.

The R211s feature doorway widths of 58 inches. The MTA believes the wider boarding space will improve passenger flow. (Photo by Benjamin Kabak)

The models were two halves of a subway car and were on display in the voluminous mezzanine at 34th Street-Hudson Yards earlier this month. I had an opportunity to stop by to explore the models, and my photos are below. You can find them on my Instagram page as well. For anyone who has ridden new rolling stock around the world, the models were a familiar glimpse at now-standard technology. The trains come with wider doors for easier boarding (though the doors are still a few inches narrower than London’s current standard), flip seats to fit more standing passengers, open gangways and some technological features such as touch-screen maps, LED indicators on doorways, and upgrades to the FIND displays. Open doors are still be stored internal to the rail car wall so windows are much smaller than they are in Europe, but otherwise, these strike me as what NYC subway cars should have been for the past 10-15 years.

In the end, the MTA spend billions on at least 3500 cars that could have stored far more people. As we look forward to the new design, the R211s are symbolic of a loss opportunity sacrificed at the altar of NYC stubbornness and exceptionalism. Just because open gangways weren’t invented here doesn’t mean they can’t work.

Click through for a few more images of the R211 models.

The R179 out on its first day of passenger service! #R179 #NewTrain

A post shared by Dj Hammers (@dj_hammers76) on Nov 19, 2017 at 5:38am PST

What happens if the MTA spends $600 million on 300 new subway cars and they don’t work? It’s a crazy question but, in this topsy turvy world of 2017, one with which the MTA is currently grappling as Bombardier’s R179s are not passing their field tests. The MTA has 26 cars on hand for testing, and they just don’t work.

It’s been a while, thanks to my sparse posting schedule, since we’ve checked in on the R179 order, but we are no stranger to the R179’s issues. This order are supposed to replace the R42s and R32s, some of the MTA’s oldest rolling stock, and provide new cars for the J, Z and C lines. But the contract was plagued with problems from the start. Bombardier underbid other companies by nearly $60 million, but a joint venture between Alstom and Kawasaki warned the MTA against relying on Bombardier’s bid. They were right, and in 2015, we learned that delays in delivery due to mysterious production issues would cost the MTA at least $50 million.

The problem has gotten worse since then, as Dan Rivoli in the Daily News details in his latest on R179 testing issues.

The new car failed its first major test carrying passengers on the J line in Brooklyn and Queens. In fact, eight-car test trains were pulled from the tracks three times in less than two weeks since its Nov. 19 debut — dumping riders onto station platforms along the way. The third mishap for the model forced the MTA to suspend the 30-day passenger test cycle for nearly a week, threatening to further delay the delivery of train cars from Bombardier that is already two years behind schedule.

While MTA officials at the time believed it was a solid choice to award Montreal-based Bombardier a $600 million, 300-car contract in March 2012, it has proven to be a manufacturing mess from the beginning. Instead of wrapping up the contract by January 2017, it is now set to be complete by December 2018. Bombardier is now barred from bidding on a $3 billion contract for a future model set to be delivered by 2023. “These cars aren’t doing real well and we have a problem,” MTA board member Andrew Albert said.

Here’s what sidelined the R179 test train, a model destined for the lettered lines:

• Nov. 19 — The train operator’s console erroneously indicated a door was open, when it was actually closed. Earlier that day, the emergency brakes kicked in when a bucket fell onto the tracks from the 121st St. station platform in Richmond Hill, Queens.
• Nov. 27 — The test train leaving the Sutphin Blvd. station in Jamaica, Queens, lost motor power as it trudged uphill at half speed over a standard gap between train equipment and the third rail.
• Nov. 30 — A red light indicating a problem with a door lit up in yet another train car, though the door was closed on Gates Ave. in Bushwick, Brooklyn.

The tests, Rivoli reports, were resumed this past week, and MTA officials hedged on short-term success. It’s not quite what you want to hear when it comes to rolling stock that’s supposed to be around for another 40 or 50 years. “The issues that have been identified are rectifiable and they have been, which is why the testing has resumed,” Phil Eng, NYC Transit’s interim president, said. “We are cautiously optimistic.”

It’s impossible to read this as anything other than indictment of the MTA’s low-bid standards. The agency is forced to accept the lowest qualified bid, and although Bombardier’s bid lost to the Alstom/Kawasaki JV on technical merit, it was deemed good enough at the time. “Good enough at the time” it seems isn’t good enough now, and the MTA has already disqualified Bombardier from even submitting a bid for the upcoming R211s (more on those and open gangways soon). Will the MTA have an internal reckoning with respect to its bidding process? Can we count on these new cars to provide a better ride for passengers used to daily trips on the C line’s own version of the Nostalgia Train?

Bouncing Bombardier from the pool of eligible contractors if a good start, but MTA officials are mum on anything else. Joe Lhota, who was in charge of the MTA when Bomardier on the contract, just wanted to look forward. “What’s important now is not rehashing the past,” he said to The Daily News, “and instead focusing on getting these cars delivered and on the rails for our riders.” For a beleaguered MTA, the R179s have been a worst-case scenario so far as the bad news grows worse.

New NYC subway cars will feature open gangways and belly-aching over the design is a symptom of New York exceptionalism.

A few weeks ago, New Yorkers caught their first real collective glimpse of the MTA’s next-generation rolling stock. Pushed by Gov. Andrew Cuomo as part of his plan to bring more customer-facing initiatives to the forefront, the renderings were notable not only for their new color scheme but also for the open gangways, an accordion-like design that essentially creates one super-long subway by opening up the passageways between individual cars. It’s a standard design the world over that can provide capacity increases by up to 10 percent, but U.S. transit agencies have been notably slow to adopt the design.

With word of open gangways heading New York’s way, the same old voices from people who feel that what works elsewhere can’t work in New York have risen in unity to bemoan our articulated future. A sampling of recent comments on The Times website provides a litany of these complaints. What about noises from buskers? Showtime crews? Panhandlers? Stinky residents of the subways? Broken air conditioners? How will the special butterflies of New York City survive? To do some myth-busting, Emma Fitzsimmons of The Times journeyed to the closest spot with open gangway cars and filed a report from Toronto, where the new design is very popular. As to the concerns raised by New Yorkers, Toronto officials were dismissive.

Some riders in New York have raised concerns that regular subway annoyances — from “showtime” dancers to misbehaving riders — might now become the whole train’s problem, instead of being contained to one car. Andy Byford, the chief executive of the Toronto Transit Commission and an enthusiastic evangelist for improving the system, dismissed those fears, saying riders could easily escape unpleasant situations in the new cars. “You’re not then trapped in a single carriage,” Mr. Byford said from his office atop the Davisville station north of downtown Toronto. “You can get up and move.”

If a rider urinates or vomits, someone could simply walk away, rather than waiting for a station and darting from one car to another…One downside is that if a train has a technical problem, workers must remove the entire six-car train from service, Mr. Byford said, instead of separating a pair of cars and replacing them. But over all, he said, the benefits have outweighed the drawbacks…

American transit officials have had reservations about whether the design could work on the nation’s aging subways and whether ridership levels warrant the expense of switching to the new cars, said Randy Clarke, a safety and operations expert at the American Public Transportation Association. In Boston, subway officials considered the idea for new cars on two lines but decided against it. Officials in New York have worked with engineering consultants on the plans and are confident the design is feasible, even though the subway is an older system, Ms. Hakim said.

In Toronto, the best sign of the cars’ popularity is that riders whose lines do not have the trains are pleading for them. Sygmund Gaskin, 45, said he wished the older trains on his Bloor-Danforth Line could be replaced with the new cars. “I don’t know why it takes so long to get them for this line,” he said. “How come we don’t have them here as well?”

Of course, common-sense reporting from cities in which these cars have been embraced for years hasn’t persuaded the critics. The comments on Fitzsimmons’ article is just the surface of “Not-Invented-Here” syndrome. Others even proclaim New York to be just too mean-spirited for open gangways to work here. Some people just won’t believe it until they see, but thankfully, they’ll be seeing it soon enough.

Governor Andrew Cuomo announced some design changes and upgrades for the subway this morning. I’ll have the details in a full post tonight, but to wet your whistle, an early glimpse at the renderings. Enjoy.

A new color scheme, brighter LED lights and a return of the properly-hued route designation bullets are a part of Antenna’s design for the new subway cars.

Flip seats will allow for my car capacity at peak hours.

Open gangways and wider doors are part of the new design plan for the R-211s.