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Second Ave. Sagas

News and Views on New York City Transportation

PANYNJ

Amidst record ridership, some thoughts on PATH

by Benjamin Kabak August 3, 2012
written by Benjamin Kabak on August 3, 2012

The 1909 plans from the Hudson & Manhattan Railroad Compay would have seen trains reach Grand Central. (Photo via Penn Station Maps Library)

Every few weeks, I have to take a reverse commute on the PATH trains from the World Trade Center out to Jersey City. It’s a quick ride on a smooth and clean system, and I’m always floored by the rush of people leaving the station in Lower Manhattan. It can be tough to fight against the crowds flocking to work in the morning and for good reason too as PATH has announced record ridership for the first half of 2012.

From January 1 through June 30, PATH ridership was up four percent over the record levels set in 2011. Ridership during that time exceed 39 million, and the interstate subway is on pace to see an increase of eight percent over 2009. That’s some rapid growth in the face of over $1 billion of investment in rolling stock, the signal system and station modernizations.

“The PATH rail system is a critical component of the Port Authority’s interstate transportation network, and we have invested more than $1 billion to modernize PATH’s stations, trains and signal system to make sure it remains a preferred mode of travel between New Jersey and New York,” Port Authority Chairman David Samson said. “This continued record growth in ridership confirms our investment is working to attract millions of additional riders.”

According to PATH, those stations with the largest percentages of growth were Harrison and Christopher Street, with each topping a 10 percent jump. Even as 56 percent of all riders entered in the system’s New Jersey stations, 23rd St., 9th St. and the World Trade Center all saw growths of over five percent. Grove Street too enjoyed a 5.7 percent jump in ridership. Overall, ridership in New York City rose by five percent while ridership in New Jersey went up by three percent.

In the coming years, the Port Authority is working to accommodate 10-car trains on the WTC-to-Newark route and will improve the signal system to allow for more frequent service. And yet I want more. PATH has become an integral part of the commute from New Jersey to Manhattan, and it’s a system that should be better integrated into New York’s own interborough subway. Riders can use only pay-per-ride Metrocards on PATH, and transfers between the two systems are clunky.

Once upon a time, the Hudson & Manhattan Railroad Company had plans to expand their tunnels east from 9th Street to Astor Place and north from 33rd St. to Grand Central. Those stations and that routing never saw the light of day, and PATH, on the New York City side, has remained stagnant for decades. For now, it can extend its tentacles further afield into New Jersey as an expensive new station arises at the World Trade Center site. Maybe we should dream bigger with PATH.

August 3, 2012 53 comments
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AsidesSecond Avenue Subway

Link: NYT Mag goes inside the Second Ave. Subway

by Benjamin Kabak August 2, 2012
written by Benjamin Kabak on August 2, 2012

Earlier today, I found myself at the 63rd St. F station for the first time in a while, and it was a sight to behold. The faux-wall and red tiling are nearly all gone from the platform level, and a blue construction wall marks the station as a work zone. The fake dropped ceiling is gone, and the original two-track cavern shape is clearly visible. I snapped a shot that seems indicative of the wait that remains before the Second Ave. Subway runs through that station, but work is clearly moving forward.

This weekend, The New York Times sent a photographer and a writer from the magazine into the Second Ave. Subway, albeit a few blocks north. Kim Tingley wrote about the sandhogs building the 72nd St. station cavern as Richard Barnes snapped a series of breathtaking photos that show the scope and ambition in the project. The 10 shots in the slideshow left me wanting more.

The photos, though, weren’t the only thing of which I wanted more. Tingley’s piece was a short bit on the workers risking their lives to build the subway 80 years in the making, and she did mention the costs — $86 million 80 years ago for a full line, $4.5 billion for a 33-block extension today. That by itself is worth a story. Why does this construction — which doesn’t cross a river and adds only a few new stations — cost so much? We’ve heard reasons ranging from environmental impact mitigation to the depths of stations to work rules and safety requirements. At some point, though, a publication with the resources and space of The Times should level a serious gaze on infrastructure costs. The photos — especially No. 3 and No. 6 — are fantastic, but the story runs just as deep as the station caverns.

August 2, 2012 34 comments
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Brooklyn

Atlantic Ave. bollards finally meet their end

by Benjamin Kabak August 2, 2012
written by Benjamin Kabak on August 2, 2012

The bollards at Atlantic Ave. have finally been replaced by less intrusive security measures. (Photo by Benjamin Kabak)

When the Atlantic Ave. Long Island Rail Road terminal opened two and a half years ago, the security measures in front drew immediate criticism. Giant granite slabs — some shaped to serve as benches — blocked entrances and walkways. They formed a ring around the front as impenetrable to people as they were to potential terrorists, and over the past few years, the granite slabs were used more as garbage dumps than anything else. Memorably, No Land Grab called them tombs, and Streetsblog explored how they went above and beyond NYPD-endorsed security guidelines.

After facing constant criticism for 18 months, the MTA announced last August that the bollards would be replaced by more standard security measures. At the time, the authority had no renderings, but reports indicated that the new measures would be standard cylinders that, for better or worse, ring around buildings in Midtown and Lower Manhattan.

When I walked by the terminal a few weeks ago, work had finally begun on the bollard replacement project, and last week, Transportation Nation secured some definitive details. Per the MTA’s statement:

“The MTA and the Long Island Rail Road listened to concerns from local elected officials and community leaders who felt the stone bollards were intrusive and out-of-scale at their current size. As part of the original design, there were 15 granite bollards surrounding the new $108 million Atlantic Terminal Pavillion when it opened in January 2010. In consultation with the MTA Police and NYPD, we decided to replace the granite bollards with 60 smaller steel bollards that still meet the security requirements spelled out by the NYPD for public buildings of this kind. The new bollards will be 36 inches in height and approximately 12 inches wide. They will be placed around the perimeter of Atlantic Terminal approximately 4 feet apart.

The removal of the old bollards and the installation of the new bollards is part of [a] comprehensive perimeter security project being undertaken by MTA Capital Construction through a grant from the federal government. On April 12, a contract for the project was awarded to Adtec Enterprises of Mt. Vernon, N.Y., after the company submitted the winning low bid of $3.486 million. The overall project will take one year to complete, but most of the bollards have already been removed and installation of the steel replacements is expected to get underway soon.”

The granite blocks, which weighed around eight tons, have been removed. Yesterday, another reporter tried to venture over to the space to take some photos, and the workers objected. They refused to allow the reporter to take photos of the work in progress, and even after gaining authorization from the MTA press officer, Andrea Bernstein still had some troubles with workers. She snapped her photos, but the objections claiming a homeland security project rang a bit false. The bollards will be in view for all to see soon enough.

Ultimately, the bollards cost $1.2 million to build and another $150,000 to remove. The feds — and taxpayers — are footing the bill for another $3.5 million replacement project. So now a wrong has been righted, and the sidewalks at the intersection of Flatbush Ave. and Ashland and Hanson Places will now be pedestrian-friendly and safe. With a little foresight, this whole thing could have been avoided.

An unrelated reminder: I’m going to be on TV at 7:15 a.m. this morning. Check out Fox 5 for a segment on the Straphangers’ subway report cards.

August 2, 2012 5 comments
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AsidesSelf Promotion

Media Hit: ‘Good Day New York’ at 7:15 a.m.

by Benjamin Kabak August 1, 2012
written by Benjamin Kabak on August 1, 2012

A quick note for the late crew/early risers: I’m going to be on Fox 5’s “Good Day New York” at 7:15 a.m. on Thursday morning. I’ll be talking about the Straphangers Campaign’s subway report cards with the morning show hosts. Rumor has it that Gene Russianoff will be on as well. If you’re up and around a TV at that hour, give it a watch.

August 1, 2012 1 comment
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Straphangers Campaign

Q Train Quandaries: Straphangers says Brighton local the tops

by Benjamin Kabak August 1, 2012
written by Benjamin Kabak on August 1, 2012

From Coney Island to Astoria via Canal St., the Q train offers up a culinary tour of New York City. The train starts at Nathan’s, stops a few blocks from DiFara’s, swings past Chinatown and ends in a hot bed of Greek dining. One day, it’ll service the Upper East Side too via that Second Ave. Subway. It is also, according to the latest edition of the Straphangers’ State of the Subway report, the best train in the city.

While the C train was rated the worst line for the fourth year running, the Q came out on top for the first time since 2001. “The subways are a story of winners and losers,” Gene Russianoff, Straphangers Campaign senior attorney said of the results. “Riders on the best line – the Q – have much more reliable cars, frequent service, subway car cleanliness and car announcements than riders on the worst line, the C. Sharp disparities among subway lines can be seen throughout the system.”

I’m a frequent Q train rider, and many people I know are as well. It’s tough to say if I’d rate the line the highest in the system due to what often seem to be excruciating waits between trains and the generally slow ride over the Manhattan Bridge. So how did the Q train win exactly?

According to the Straphangers, though, the Q won because it had the best P.A. announcements and above average performance in avoiding delays, car breakdowns, seat availability during rush hour and car cleanliness. With some of the newer rolling stock around, Q trains break down once every 690,000 miles, and from experience, it’s possible to nab a seat at rush hour.

Much like last year, meanwhile, the C train with its decrepit rolling stock ranked last again. It won’t move up the list until new cars arrive as the Straphangers dock it for frequent breakdowns, car cleanliness and inaudible announcements. Same as it ever was.

As part of the report card, the Straphangers also assign a value to each subway line, and here is where I take issue with the report. The organization is ostensibly a rider advocacy group, but they don’t view any subway line as worthy of the cost of the fare. The Q gets only a $1.60 rating while the C is worth 85 cents. Most lines are worth between $1.20 and $1.40, far less than what all but the most frequent users of a 30-day Metrocard pay.

Last year, the Straphangers acknowledged this complaint: “Some riders may find this scale too generous, believing that performance levels should be far better than they are now. Other riders, who value transit service over other ways to travel in New York City, may believe the subways and buses to be a bargain.”

On the bright side, the winner this year is “worth” 15 cents more than last year’s victors. Still, these ratings seem to be cheapening transit at a time when it needs some support.

August 1, 2012 22 comments
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MetroCard

From Bayside, a complaint over a MetroCard surcharge

by Benjamin Kabak August 1, 2012
written by Benjamin Kabak on August 1, 2012

For parts of the last two years, as I mentioned last week, the MTA has discussed a $1 surcharge on new Metrocards purchased via the Metrocard Vending Machines. With the Metrocard technology nearing the end of its life, the MTA is looking to both realize revenue and cut down on waste and costs by encouraging straphangers to reuse their cards. They’ve even made unlimited cards refillable.

Yet, the surcharge has yet to materialize. Some technological problems led to a delay, but now, as part of the 2013 budget, the MTA is gearing up to introduce the surcharge. We don’t know when the surcharge will go into place; we just know that the MTA will cut costs by $2 million while generating $18 million in revenue. And someone is unhappy.

That someone is coming to us from Bayside, Queens, a neighborhood not served by the subway. The complaint comes to us from Edward Braunstein, the area’s Democratic Assembly representative. He said:

“Unlike MetroCard vending machines, LIRR vending machines are incapable of refilling previously purchased cards,” said Braunstein. “The MTA justifies this surcharge by arguing that recycling MetroCards is good for the environment. Therefore, the MTA plan to promote refilling by adding a $1 surcharge for new cards serves no purpose at these machines and is unfair to commuters in the outer boroughs.”

“Many of my constituents purchase their new MetroCards at the vending machines at LIRR stations because they are only available outlets. After I reached out to the MTA and informed them of this problem, the agency still refused to reconsider the proposed surcharge.”

For Braunstein this isn’t the first time he’s voiced such complaints. He expressed identical sentiments back in 2011 when the MTA announced a delay in implementing the fee. Now, he’s back on his soapbox. His concerns though ring more a bit false.

First, Braunstein’s overall point is moot. When the MTA announced the surcharge, the agency said it would be in place only at spots where customers could refill their cards. Since they cannot do so at the LIRR machines, the surcharge won’t apply. Problem solved.

On another level, though, Braunstein’s all-or-nothing approach isn’t the right one anyway. Just because some Bayside residents purchase their Metrocards at LIRR vending machines doesn’t mean they have no other option. If they’re taking the LIRR to Penn Station (or even to points in between), Metrocard Vending Machines are in abundance. Purchasing a Metrocard with an LIRR ticket saves time but no money. If residents are that concerned with the fee, they can just buy their cards at vending machines in the subway.

Furthermore, the MTA could waive the fee for Metrocards purchased at these LIRR machines or figure out a stop-gap solution. They don’t need to discard the fee just because some — but not nearly all — folks a neighborhood of a around 80,000 people in total may be inconvenienced. That’s a typical all-or-nothing response from an Assembly representative.

I’m not the biggest fan of the $1 surcharge. It strikes me as a money grab with some positive side effects, but seeing as how the Metrocard should be phased out within the next 2-3 years, I can’t get too worked up over it. Braunstein, though, an opponent of congestion pricing, is a position to do so. He offers no other solutions and just wants to say no, just like every other politician who could champion transit in New York City.

August 1, 2012 22 comments
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Subway Maps

Map Battles: Google Transit adds service advisories

by Benjamin Kabak July 31, 2012
written by Benjamin Kabak on July 31, 2012

Google has added MTA service advisories to its transit directions on its Map offerings.

A few weeks ago when Subway Weekender called it quits, a void opened up in the transit map space. While peak-hour, weekday service websites and apps are easy to come by, few of those services provide reroutings and diagrams of the way weekend and off-peak service changes impact the subway system. With straphangers voicing complaints concerning the ease of use over the MTA’s own Weekender offerings, could Google fill the void?

Today, the Internet giant announced the integration of service advisories into their transit directions. If implemented properly, this could be a big step forward for informing potential riders of obstacles along their routes. Google, which seems to be under the misconception that the subways serve only 200 million annually, introduced the new addition to their maps:

Have you ever arrived at a subway platform only to find that the train you intended to take is skipping stops, rerouted on another line, or isn’t running at all due to scheduled maintenance? Now when you click on any of the 468 New York City subway stations labeled on Google Maps, you’ll see whether any planned service changes are expected to affect that station at the time. In addition, the relevant alerts will be included in the step-by-step transit directions pointing you wherever you’re going.

If you’re looking to find the best route to see a concert after work or checking for any expected delays when already running late, this feature works when you’re online via maps.google.com and Google Maps for Mobile on Android. To adjust your travel around the alerts you see, simply choose another suggested route or change your departure time…

For everybody who lives in one of New York City’s five boroughs, commutes in and out every day or is visiting for business or vacation, we hope today’s update improves the ease and efficiency of your trips around the city.

So how does it work? To test it, I asked Google Maps to route me from Canal St. to Cortelyou Road a few minutes ago. As part of weekday work along the Brighton Line, Coney Island-bound Q trains are running express, and riders have to transfer to a Manhattan-bound train making local stops. Google Maps, unlike the MTA’s own TripPlanner, informs me that I have to take this disruption into account, but does not offer up the full routing. While TripPlanner routed me around the disruption, either by walking or transferring to a Manhattan-bound train, Google Maps told me to take the Coney Island-bound Q from Canal St. to Cortelyou Road while keeping in mind the disruption. It’s an entirely unhelpful piece of advice considering the circumstances as I’m supposed to account for the service changes on my own.

The beauty of Subway Weekender was in the visualization. Not only were riders informed of the changes, but they could see how it impacted subway lines. The Google Maps changes do nothing of the sort yet; they simply bring key information to the public and ask the public to put the pieces together. It’s a positive development but nothing game-changing.

July 31, 2012 7 comments
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MTA Economics

MTA, NY Comptroller square off over Apple lease

by Benjamin Kabak July 31, 2012
written by Benjamin Kabak on July 31, 2012

The Grand Central Apple Store has sparked a dispute between the MTA and New York State Comptroller Thomas DiNapoli. (Photo by flickr user redswept)

In one corner, Comptroller Thomas DiNapoli and his deputies. They allege that Apple, Metrazur and the MTA engaged in some backroom dealings that lead to a biased RFP process and a favorable lease for Apple in Grand Central Terminal.

In the other corner, Jeffrey Rosen, the MTA’s director of real estate. He says the process was transparent and resulted in major fiscal gains for the MTA. Only Apple or a similarly wealthy retail company could have bought out the Metrazur lease while upping the rent payments. It’s a fight for the ages and one indicative of the problems the MTA faces as a quasi-governmental agency with significant and sought-after real estate holdings.

This tale of government bureaucracy and a mostly insignificant much-ado-about-nothing got its start in December when The Post starting drumming up controversy over the Apple lease. For reasons unknown, Alexander Hamilton’s former newspaper continued to harp on the fact that Apple was paying a relatively low $60 per square-foot and did not have to share a percentage of profits with the MTA.

The Authority, noting that Apple is paying four times more than what Metrazur would have paid for another seven years, called the deal a good one for an anchor tenant. Apple’s rising tide could lift all real estate boats with increased traffic, and the early returns, in fact, bear that out. Even amidst a sluggish retail economy, business at Grand Central has been booming since the Apple Store opened up.

So seemingly at the behest of The Post, New York State Comptroller Thomas DiNapoli had his people do some digging, and yesterday, they released their report [pdf]. How you interpret it depends upon your experience with the way commercial real estate works. On the one hand, the Comptroller’s Office was none too pleased. “While Apple may turn out to be a good tenant, the MTA set a troubling precedent when it played favorites and gave Apple a competitive edge over others for the Grand Central space,” DiNapoli said in a statement. “Apple was directly involved in setting the terms of the lease and given exclusive access to information more than a year before any other vendor knew the Grand Central location was available. The company even signed a $2 million agreement with the current tenant to vacate its space five days before the MTA issued the RFP.”

Essentially, as the Comptroller’s Office notes, the timeline is more than a little bit favorable to Apple. Apple and the MTA started talking about the Grand Central space in November of 2008, and the MTA later approached Metrazur concerning a buy out. In July of 2009, Metrazur and Apple began negotiations, and the two sides settled on a $5 million payout. As DiNapoli’s office notes, this amount eventually became a key requirement for the MTA and provided a significant barrier to entry for tenants not in Apple’s shoes. Whether or not this is a controversy depends upon we interpret that payment.

Meanwhile, once Metrazur and Apple had their price, on May 18, Apple agreed, in a non-binding document, to advance $2 million to Metrazur to vacate early. This money was contingent upon Apple’s winning the RFP. So with many of the financials worked out, the MTA opened the RFP on May 23 and closed it on June 27, receiving just one bid from Apple. Here’s how the Comptroller summarized things:

Although the RFP was competitive in the sense that other bidders were able to submit proposals, the circumstances of the MTA’s lengthy and substantial dealings with Apple support the conclusion that the playing field was not level amongst all potential bidders. At a minimum, Apple had both an informational and time advantage spanning many months, whereas other vendors were afforded approximately one month to determine if the space was practical and the price feasible for them. Moreover, Apple was directly involved in negotiating the amount of the buy-out of Metrazur which ultimately became a key requirement of the RFP.

As a result, the competitive process followed by MTA RED in this instance was at a minimum severely slanted toward Apple. While this procurement may not be unlawful, it surely evidences non-compliance with the intent of our prior audit recommendation requiring RED staff to ensure all rental units are marketed through one of the competitive processes required by the MTA. Moreover, we are concerned about the existence of such behind the scenes close dealings between a vendor and MTA officials prior to issuance of an RFP.

DiNapoli’s report also highlighted one bidder who claimed potential lessees should have been free to negotiate a buy-out with Metrazur and that the $5 million was simply too high. That seems like an oversimplification of a complex real estate transaction.

The MTA issued a vehement response to DiNapoli’s audit. “This audit is not fact-based, and accordingly, their opinion is worthless. The MTA’s lease process with Apple was open, transparent and followed both the spirit and letter of the law,” MTA Chairman Joe Lhota said in a statement. “The overt bias against the MTA and Apple in this audit is breathtaking. Trust, honesty, humility, transparency and accountability are the building blocks of a positive reputation. It’s a shame the Comptroller’s staff who prepared this audit showed none of these fine qualities.”

Offering up less bombast and more nuance, Rosen went into detail on the MTA’s process and outlined how the buyout of Metrazur would not have been possible without negotiations. The MTA, he noted, has increased their revenue from the space, if not maximizing it based upon the size and identity of the tenant. If no one else bid on the space, that’s because no one else could meet the steep financial demands that Metrazur, a tenant with a binding lease, could ask for and receive.

So where does this leave us? In the real world where Comptrollers aren’t free to poke around in every real estate transaction, what the MTA, Apple and Metrazur did was to make a deal. A landlord had a tenant in a below-market rent with a potential tenant interested enough in the space to pay a few million dollars to the restaurant. The landlord facilitated the deal and realized significant increased revenue because of that deal. It’s highly doubtful the landlord would have enjoyed such a bump in income without the deal, and no one else seemed interested enough in the space anyway. Because the MTA is subject to government oversight though, it’s a controversy.

As with many of DiNapoli’s audits, I believe there are bigger fish to fry. Of all the wasteful MTA real estate holdings, the East Balcony at Grand Central with Apple as a tenant ranks pretty low on that list, and the desire to grab political points seems to outweigh a truly egregious violation of decorum of the law here.

July 31, 2012 11 comments
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Service Advisories

Weekend work impacting 11 subway lines

by Benjamin Kabak July 28, 2012
written by Benjamin Kabak on July 28, 2012

Enjoy your weekend…


From 12:01 a.m. to 6:30 a.m., Saturday, July 28 and Sunday, July 29 and from 12:01 a.m. to 5 a.m. Monday, July 30, uptown 4 trains run express from Grand Central-42nd Street to 125th Street due to track work south of 59th Street.


From 6 a.m. to 11:30 p.m. Saturday, July 28 and from 8 a.m. to 11:30 p.m. Sunday, July 29, 5 trains run every 20 minutes between Dyre Avenue and Bowling Green due to track work south of 59th Street.


From 12:01 a.m. Saturday, July 28 to 5 a.m. Monday, July 30, uptown 6 service operates express from Grand Central-42nd Street to 125th Street due to track work south of 59th Street.


From 12:01 a.m. Saturday, July 28 to 5 a.m. Monday, July 30, Manhattan-bound 6 trains run express from Parkchester to 3rd Avenue-138th Street due to ADA work at Hunts Point Avenue station.


From 6 a.m. to 8 p.m., Saturday, July 28, Flushing-bound 7 trains skip 33rd, 40th, 46th, 52nd, and 69th Streets due to cable bracket installation at 33rd Street (chop concrete and pull cable).


From 5 a.m. to 12 noon, Sunday, July 29, there are no 7 trains between Queensboro Plaza and 74th Street due to installation of pre-fabricated building at 61st Street and emergency switch work north of Queensboro Plaza. 7 trains operate in two sections:

  • Between Times Square-42nd Street and Queensboro Plaza
  • Between 74th Street and Main Street

Transfer to/from free shuttle buses at Queensboro Plaza and at 74th Street; or transfer to the E, F, or R at 74th Street/Roosevelt Avenue, the E at Court Square, or the F at 42nd Street-Bryant Park.


From 6:30 a.m. to 11 p.m., Saturday, July 28 and Sunday, July 29, uptown C trains skip Spring Street, 23rd Street and 50th Street due to electrical and substation work at Jay Street-MetroTech.


From 4 a.m. Saturday, July 28 to 10 p.m. Sunday, July 29, Bronx-bound D trains are rerouted via the N line from Coney Island-Stillwell Avenue to 36th Street in Brooklyn due to switch renewal work south of Bay 50th Street.


From 12:01 a.m. to 6:30 a.m., Saturday, July 28 and Sunday, July 29 and from 12:01 a.m. to 5 a.m., Monday, July 30, Bronx-bound D trains run express from 36th Street to Atlantic Avenue-Barclays Center, skipping DeKalb Avenue, due to track maintenance and replacement at DeKalb Avenue.


From 8:30 a.m. to 10:30 p.m., Saturday, July 28, Manhattan-bound E trains skip Briarwood-Van Wyck Blvd due to stop cable replacement along the Queens Blvd. line.


From 12:01 a.m. Saturday, July 28 to 5 a.m. Monday, July 30, Jamaica-bound F trains are rerouted via the A from Jay Street-MetroTech to West 4th Street due to electrical and substation work at Jay Street-MetroTech.


From 12:01 a.m. Saturday, July 28 to 5 a.m. Monday, July 30, downtown F trains skip 23rd and 14th Streets due to rail and track work north of 14th and 23rd Streets.


From 8:30 a.m. to 10:30 p.m., Saturday, July 28, Coney Island-bound F trains skip Sutphin Blvd. and Briarwood-Van Wyck Blvd. due to stop cable replacement along the Queens Blvd. line.


From 6 a.m. Saturday, July 28 to 10 p.m., July 29 there are no J trains between Jamaica Center and Crescent Street due to structural steel repair and painting north of Cypress Hills.


From 12:01 a.m. Saturday, July 28 to 5 a.m. Monday, July 30, Manhattan-bound Q trains are rerouted via the R from DeKalb Avenue to Canal Street due to track replacement and maintenance at DeKalb Avenue.


From 11:30 p.m. Friday, July 27 to 5 a.m. Monday, July 30, Coney Island-bound Q trains run express from Prospect Park to Sheepshead Bay due to track panel installation south of Kings Highway.


From 12:01 a.m. Saturday, July 28 to 5 a.m. Monday, July 30, Coney Island-bound Q trains run local from 57th Street-7th Avenue to Canal Street due to security system installation at Herald Square.


From 12:01 a.m. to 6:30 a.m., Saturday, July 28 and Sunday, July 29, and from 12:01 a.m. to 5 a.m., Monday, July 30, there are no R shuttle trains between 59th Street and 36th Street in Brooklyn due to track maintenance and replacement at DeKalb Avenue. Customers should take the N instead. R trains operate between Bay Ridge-95th Street and 59th Street in Brooklyn.

July 28, 2012 4 comments
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MetroCard

MetroCard ‘Green Fee’ details coming into view

by Benjamin Kabak July 27, 2012
written by Benjamin Kabak on July 27, 2012

For the last twenty months, the MTA has talked on and off about instituting a $1 surcharge on all new MetroCard fees. Instead of refilling a non-expired unlimited or pay-per-ride card, straphangers would have to pay $1 for a new card. The MTA says such a surcharge would net them $20 million annually in fees and savings, but many New Yorkers have called it a typical nickel-and-dime move. Mostly, it’s just been an idea on paper.

The idea, though, reared its head earlier this week as the MTA’s fragile 2013 budget includes an interesting line item. In the four-year projections, the MTA is, starting in 2013, relying on $20 million annually from the MetroCard “Green Fee” and Cost Savings. That seems to jibe with the revelation from October that the fee would not be instituted until 2013.

Today, Pete Donohue has a a piece on the surcharge. While the news isn’t, well, new, some of his details are. According to Donohue, as Transit is pushing the surcharge as a production savings, the reality is that it’s more of a fee. The agency will realize $2 million in cost savings from reduced MetroCard printing volumes while enjoying $18 million in added revenue from the fee.

“We want people to use fewer MetroCards,” Adam Lisberg, MTA spokesman, said. “It’s good for the environment and will reduce litter in our stations. Everyone has had the experience of walking into a station and seeing MetroCards littering the ground. If it costs $1 to replace your card, you won’t see that anymore.”

I’m mostly intrigued to see the impact the surcharge will have on the MTA’s fare media liability total. I’ve speculated in the past that encouraging straphangers to reuse their cards could actually cause decline in other revenues. Meanwhile, the MTA has plans to replace the MetroCard in 2015 (or so) and has offered up no date yet on when this “Green Fee” surcharge will actually be put into place. Perhaps all this hand-wringing is for naught.

July 27, 2012 29 comments
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