Recent accidents have renewed calls for platform edge doors in New York City.

For the second time this month, a gruesome death in the subway occurred when one rider pushed another into the tracks and into the path of an oncoming train. The latest incident happened at 40th St. along the 7 line, and the suspect, with a history of mental problems, said she was targeting Hindus and Muslims as revenge for the 9/11 attacks. After an early December incident was caught on camera, this weekend’s attack was no less disturbing.

After the horror of the incident fades away, the reaction to these deaths focuses around platform doors. In various other cities across the world (but not all of them), platform doors are a common sight. They keep people and debris off the tracks while providing the option to air condition underground platforms. With the MTA focusing on the number of people who were hit by trains — usually around 150 per year — the agency has seemingly brought this response on itself.

But should we be so focused on platform doors? Can we? Those are the two questions that require a rigorous answer before anyone moves forward with the idea. Already, though, forces are building. While some at the MTA have called the doors a non-starter and two capital projects — Second Ave. and the 7 line — have seen them axed from initial plans, a new faction within Transit will at least entertain the idea. “We’ll have to revisit it,” Transit President Tom Prendergast said to The Daily News this weekend. Pete Donohue had a bit more:

The MTA has had on-and-off discussions about placing protective barriers along at least some platform edges, as other cities like London and Paris have done. In 2010, the MTA released a Request for Information for a pilot program, but nothing ever came of it. A New York-based company called Crown Infrastructure submitted a response to install the doors for free, as long as it could collect revenue from LED video advertising on the barriers.

“We haven’t made a conscious decision to table it and not do it at all, but we haven’t made a decision to keep it going either,” Prendergast said. “It’s suspended animation.”

MTA officials also said in 2007 platform doors would be installed on the 7 train extension, and that they were considering doing the same for the new Second Ave. subway. While both projects are under construction, platform doors will not be installed, said an MTA spokesman Friday, calling them “cost-prohibitive.” It would cost an estimated $1.5 million to install sliding doors along two platform edges in a new station, and more to retrofit an existing station. The MTA has 468 station, although many are too narrow for doors.

In an official statement released to Ravi Somaiya of The Times, the MTA said: “Based on the MTA’s preliminary analysis, the challenge of installing platform edge barriers in the New York City subway system would be both expensive and extremely challenging given the varied station designs and differences in door positions among some subway car classes. But in light of recent tragic events, we will consider the options for testing such equipment on a limited basis. Of course, we remind customers of the overall safety of the subway system but urge them to stand well back from the platform edge and remain watchful of their surroundings.”

I’ve written on the aspect of costs before, and the equation remains similar. These accidents happen about once every 12.5 million passengers. Very few are caused by another’s push while many happen due to the carelessness of someone on the platform and others simply as accidents. The cost of the doors vs. the cost of saving a life is a delicate balancing act.

That’s the answer to “should we,” and the answer to “can we” is far more difficult. Outside of the factors mentioned in the MTA’s statement — station design, variable door placement on rolling stock models — there is one overarching problem. Platform edge doors generally benefit from automatic train operations systems to ensure the doors lineup properly. Not every platform door system needs ATO, but those with ATO work better and faster. The MTA is countless years, dollars and union fights away from an ATO solution.

So with politicians and the architect of the JFK AirTrain all angling for platform edge doors, Transit will take a look at the technology. I doubt we’ll see much movement over the next few years though as the organizational and financial challenges are too great to overcome for a systemwide implementation.

Headways at Grand Army Plaza are on full display through the new Subway Time app.

While the 2013 fare hikes may be the lasting memory New York City has of future mayoral candidate Joe Lhota, one of the outgoing MTA Chairman and CEO’s last acts came on Friday morning as he unveiled a beta release of the MTA’s new Subway Time app. I wrote about the app earlier this morning, and now that it’s available publicly, we can assess the good, the bad and the ugly of it.

“This is what generations of dreamers and futurists have waited for,” Lhota said. “The ability to get subway arrival time at street level is here. The days of rushing to a subway station only to find yourself waiting motionless in a state of uncertainty are coming to an end. Now, you can know from the comfort of your home or office whether to hasten to the station, or grab a cup of coffee as part of a leisurely walk.”

That all sounds good, but how does it work? First, a foray into the details: The app is currently available online for iOS devices via the iTunes App Store. The MTA has also released a desktop version as well as a live data feed. There is no Android version, but the MTA hopes developers will take the feed and build out their own apps.

And now the good: Subway riders along the 1, 2, 3, 4, 5 and 6 lines and those using the 42nd St. shuttle can access the same info available on countdown clocks from anywhere with an Internet connection. The L train info will be added within the next 6-12 months, and the 7 will follow in a few years. We’ll now know when to get to the station and how long the wait will be ahead of time.

The technological infrastructure is robust as well. Subway Time can handle 5000 requests per second as the data is hosted on a cloud-based system managed by Acquia. Such a platform will allow the MTA to ensure its data feed can meet demand. Acquia kept the MTA’s website afloat during Superstorm Sandy.

The bad though is fairly obvious. With only seven subway lines represented in this app, that still leaves 15 without real-time tracking data, and that data isn’t coming any time soon. To install Automatic Train Supervision along the A Division took the MTA over 10 years, a few false starts, and $228 million. Doing the same for the B Division shouldn’t take as long but will be quite costly.

The MTA says it has “long-term plans in place to upgrade these lines to ATS signaling,” and Joe Lhota, according to Capital New York, said it may be as little as three years before the rest of the system is on Subway Time. But it’s a matter of money, and right now the dollars just aren’t there. GPS-based data for outdoor sections may be available in the future, but for the foreseeable future, we’re left with only the A Division.

As an added bonus, the app offers a glimpse into headways though. For instance, a few minutes ago, I could see that trains along the Eastern Parkway IRT local were bunching badly. There were long gaps with no trains, and then a 2 and 3 would follow each other in quick succession. It’s good for transparency but bad for operational efficiencies.

Finally, we arrive at the ugly. Design has never been the MTA’s forte, and this app is no different. The interface isn’t optimized for the longer iPhone 5. Thus, not all train arrival information fits onto the screen without requiring an unnecessary scroll. Additionally, the app doesn’t enjoy iOS’ native momentum scrolling. It feels a bit awkwardly-constructed.

So that’s my quick take. What’s yours?

An app to be unveiled Friday by the MTA brings real-time subway location data to the smartphone-equipped masses.

An intriguing press advisory from the MTA came through my inbox on Thursday afternoon. Later this morning at 9 a.m., outgoing MTA Chairman and CEO Joseph Lhota will, the advisory said, make a “major announcement regarding improvements to service-related information the MTA provides to subway riders.” With just the right amount of intrigue, this release had me wondering about the info soon to be unveiled. I guessed that the information would involve a public release of the MTA’s real-time tracking of subways currently used only via the A Division countdown clocks.

Late on Thursday, I learned I was right. Via a Ted Mann scoop in The Wall Street Journal comes word that the MTA is set to release an app with real-time information on the location of seven subway lines. The early release will, as astute readers may have already guessed, include train arrival information for the 1, 2, 3, 4, 5 and 6 trains and the 42nd St. shuttle. The L will follow within the next year and the 7 once the Flushing CBTC installation is complete. It is a game-changer in the way New Yorkers use and relate to these subway lines.

Mann had the details:

The Metropolitan Transportation Authority expects to release on Friday its Subway Time app for passengers with iPhones and iPod Touch devices. Android and Windows versions of the app are in development and the agency is currently considering how to integrate the real-time arrival information on its existing website. The breakthrough, long awaited by many of the city’s straphangers, will allow at least some riders to plan their commute by the minute for the first time in the system’s 108-year history…

For the subway system’s 5.5 million daily riders, however, the launch of the new app also lays bare the ways aging infrastructure and a slow pace of investment have left the transit network far behind contemporaries in other cities. The new app will cover only about a third of the subway system, and agency officials acknowledged that it will likely take years of work and hundreds of millions of dollars in new investment before conveniences increasingly common elsewhere are standard in the Big Apple.

The rest, encompassing two-thirds of its total stations and roughly 60% of its daily ridership, continues to rely on signal technology dating to the middle of the 20th century or earlier. It will be years before those lines have signal systems that can generate the digital information that drives countdown clocks on platforms and apps on cellphones with live updates. “The technology it uses has remained little changed since a time before computers, microprocessors, wireless telephones or hand-held electronic devices,” said Thomas Prendergast, president of the MTA’s transit division. “It is a time-tested, fail-safe system that continues to flawlessly perform its vital intended function: preventing collisions. But it cannot offer us a digital feed.”

According to Mann’s report, the data for the new app will be stored in the cloud and not on MTA’s servers. Thus, demand — which I would imagine to be steep — won’t swamp the MTA’s website. Eventually, the MTA will open the data feed to third-party app developers as well. Pushing a policy of open data, the MTA has long believed that third party developers have the ability and expertise often not found at the transit agency to push useful and slick-looking apps to the public using available transit data.

For now, though, this is a Big Deal. As Mann details, the MTA is once again hardly a technological leader in this field. Various transit agencies across the U.S. and throughout the world have made real-time train location data available to riders, and the MTA’s implementation, as the excerpt above notes, leaves much of the subway system without countdown clocks and an app feed. Still, straphangers for many popular subway lines will now have the ability to know when their next train is coming at any time of the day.

For decades, New Yorkers have been left to the whims of the subway system. We enter the system hoping for the best and often expecting the worst. Now, for seven subway lines, it’s going to change. As Lhota said, “The days of rushing to a subway station only to find yourself waiting motionless in a state of uncertainty are coming to an end.” For riders at many subway stations, the uncertain wait will now forever be a thing of the past.