Fare Hikes

The MTA will listen to your thoughts on the fare hike

by Benjamin Kabak
written by Benjamin Kabak on October 10, 2007

Bonus Card

That fare hike proposal sure is confusing, no? With one plan presenting a two-tiered fare structures based on peak and off-peak travel times and another a straight-up fare hike but with a higher percentage increase for those using Unlimited Ride cards, it’s hard to keep track of the numbers and how we’re all affected by the economics of it all.

Enter Jeremy Olshan, the transit beat writer at The New York Post. In a recent article of Olshan’s about the complexities of the fare hike, The Post printed a nifty fare calculator — which, as SUBWAYblogger noted, is really just a table with a drop-down menu, but details — that helps display the differences between the two fare hikes.

Now, you, dear straphanger, must be wondering why this matters. After all, anyone with a pencil and piece of paper could work out what The Post has to say. Well, it matters because you can use it as a cheat sheet when you go to speak to the MTA about the fare hike. Next month, the MTA will hold eight public hearings on the fare hike.This is your chance to get your voice heard. Want an F Express option in Brooklyn? Make it known now. Want more handicap-accessible stations? Say so.

Here are the details from the press release:

The Metropolitan Transportation Authority today announced the dates and locations for eight public hearings that will be held throughout the region to solicit public input on proposed fare and toll increases…

In addition to the eight hearings, the public can provide comments at an interactive public engagement workshop, an online web forum (webinar), MTA Board and committee meetings from October through December 2007, and email or letter submissions. All public comments and feedback will help inform the MTA Board’s decision-making process. At the December 2007 Board meeting, it is anticipated that the Board will consider the proposals, or variations of them, and determine which ones, if any, to adopt. More information on the proposed fare and toll changes is also now available on the MTA website.

A webinar? Great word. And the “more information” mentioned in the press release is available here. Read up and head to those meetings prepared to speak your mind.

The in-person meetings will be held in every MTA-accessible area — Westchester, Long Island and the five boroughs — and MTA CEO Elliot “Lee” Sander urged disgruntled riders to attend the hearings. “There are more opportunities for public input than ever before, and the MTA is committed to an expanded public process,” Sander said. “We have put forward some new ideas and I look forward to not only hearing what our customers think but engaging in a productive two-way dialogue.”

Make that dialogue productive. Here’s our chance to really push our suggested improvements in the face of all of those C/C- grades riders keep handing out to the subways. No fare hike without system-wide upgrades!

After the jump, the locations and dates for all of the hearings. I’ll try to go to the one either in Manhattan or Brooklyn and bring back a full and stimulating report.

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MetroCardMTA Technology

Requiem for a MetroCard

by Benjamin Kabak
written by Benjamin Kabak on October 9, 2007

Amidst all the hoopla surrounding the fare hike, the MTA is starting to make preparations that will lead to the phasing out of the MetroCard, a 13-year-old subway icon. Gone will be the familiar gold-and-blue flimsy plastic cards. In its stead, we’ll have touch-and-go SmartCard RFID technology that should speed up lines and make paying for public transportation rides even easier.

Jeremy Olshan in today’s New York Post elaborates on future technological developments I’ve tackled in the past: The MTA is gearing up to extend its touch-pay system to buses and will start a one-year study to assess SmartCard technology. Here’s what Olshan had to say in what could be a harbinger to many an elegy for the Metrocards:

The MTA’s smart-card pilot program on the Lexington Line, developed with Citibank and MasterCard, will soon be expanded to 275 buses and opened up to all contactless credit and debit cards issued by banks.

“At some point, we will have a reader that says Visa, Amex, MasterCard,” said Paul Korczak, the NYC Transit official who oversees the MetroCard told Re: ID, a smart-card industry trade publication. “Card companies are very excited about this extra opportunity.”

…Later this year the MTA expects to award a contract for a one-year study to determine the future fare payment system, NYC Transit spokesman Paul Fleuranges said. There is some urgency as the MetroCard readers and vending machines are nearing the end of their useful life, officials said.

There’s a lot to like about all of this information. First, extending the pilot program to buses should improve bus load times. Other than slow speeds due to traffic, bus load times are the number one most infuriating part about riding a bus. Waiting for people to dip their MetroCards can seem endless, and anything to pick up the pace here is a-okay with me. That the pilot program will include options for 7- and 30-day unlimited MetroCards is an added bonus.

Korczak noted that the MTA will look to choose some crosstown bus lines and some north-south bus lines. This way, passengers can experiment with transfer options as well. Starting the program on only east-west lines would severely limit the number of people willing to take part in the experiment. I would imagine that the crosstown buses the MTA chooses will be the M79 and M86 lines as those also intersect with Mastercard-enabled stations on the East Side IRT lines at Lexington Ave.

Second, the article lays out what we’ve heard for a while: The MetroCard technology current in place is an aging and nearly obsolete technology. It costs the MTA money in credit card processing fees to load up all of the MetroCards, and the vending machines have also shouldered some of the blame for the fare hike. If the MTA can save money by undergoing a technological upgrade, it’s time to bring SmartCard technology to the subways. The Metro in DC and the Tubes in London, for example, both employ the technology. New York should too.

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Congestion Fee

Congestion fee plan could lead to a $767 million MTA outlay

by Benjamin Kabak
written by Benjamin Kabak on October 8, 2007

As the congestion fee debate and plan formulation has dragged on through the last few months, I’ve diligently noted that the congestion fee will drastically alter the state of public transportation in New York City. For better or worse, more people will flock to the subways and buses while more money should flow into the MTA’s coffers.

But there is a hidden cost behind the implementation of the congestion fee, and today, The New York Times delves right into the issue. According to an MTA report, preparing the public transportation infrastructure for the estimated increase in ridership due to the congestion fee could cost as much as $767 million and probably more. With tens of thousands of new riders on the horizon, the five-year expenditures for a rapid upgrade of an aging and crowded system will be substantial.

Robert McFaddin has more:

The total, the authority said, comprised $284 million in 2008 and 2009 for 367 new city and suburban buses, 46 new subway cars and many station renovations and service enhancements; $163 million for other subway and bus improvements from 2010 to 2012, and $320 million for two new bus terminals in Queens and Staten Island.

The agency said its estimates assumed that an additional $184 million would be provided by the United States Department of Transportation under an agreement covering some costs of the congestion pricing plan. It said $56 million would be needed for improvements even before congestion pricing went into effect in 2009, and that maintaining the expanded service would cost $104 million a year.

Eventually, the transit agency said, revenues from congestion pricing would help cover the costs. New York City has estimated that the plan, which would begin in 2009 with a three-year pilot, would raise $400 million a year and would eventually cover half the cost of the transit improvements. But the report acknowledged that none of the anticipated costs were provided for in the authority’s current financial and capital plans.

These numbers from the MTA are based on the assumption that 78,000 commuters would switch to public transportation and 72,000 of those were head to the buses or subways. For those looking out for the MTA, these numbers are troubling. The cash-strapped agency, while in need of these upgrades, simply cannot afford hundreds of millions of dollars in capital costs right now. Without a guarantee of funds from the congestion fee, the MTA should not be expected to front these costs from its own pockets.

Meanwhile, for proponents of the congestion fee, these numbers are troubling. Where will the money come from to cover these costs? Richard Brodsky, a member of the New York Assembly from Westchester and a major opponent of the plan, noted how the anti-congestion fee faction will shape this issue. “You’re bumping up against almost $1 billion in unfunded capital costs,” Mr. Brodsky said to The Times. “Both reports are saying there are tremendous uncertainties. You have to have all these mass transit improvements in place before the plan goes into effect. And you’re probably going to see the $8 fee doubled almost immediately.”

While Brodsky is being rather extreme, these numbers are troubling. How the city responds to this MTA report will go a long way toward once again determining the fate of public transportation in this city. We need a fully-funded congestion fee plan, and that’s the bottom line.

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Service Advisories

OMG! The subways are crowded and not running well this weekend

by Benjamin Kabak
written by Benjamin Kabak on October 5, 2007

So here we are again. It’s another Friday with another round of service alerts and story about how crowded the subways are.

At this point, I, like SUBWAYblogger, have to wonder if this is even news. Apparently, subway ridership for the first six months of 2007 was up 4 percent over the same time period in 2006. That gave the MTA 5 billion riders for the first half of the year or 78 million more than last year. As anyone who rides the subway knows, the trains are crowded.

More impressive though is the fact that so many people are riding the trains while at the same time repeated rating the train service as below average. Those C-minuses certainly don’t reflect riders turning away from the subway.

So as the MTA grapples with a slew of riders and an onslaught of bad grades, weekend service is, as always, problematic. The capital construction projects aren’t completed overnight. Service advisories are here and reprinted below for your convenience.


From 12:01 a.m. Saturday, October 6 to 5 a.m. Monday, October 8, there are no 1 trains between 14th Street and South Ferry. Customers may take the 2 or 3 between 14th Street and Chambers Street. There are free shuttle buses operating between Chambers Street and South Ferry. This is due to Port Authority underpinning work at the WTC site for the new PATH station.


From 12:01 a.m. Saturday, October 6 to 5 a.m. Monday, October 8, 2 and 3 trains run local between 96th Street and Chambers Street due to Port Authority underpinning work at the WTC site for the new PATH station.


From 12:01 a.m. Saturday, October 6 to 5 a.m. Monday, Manhattan-bound 234 trains skip Eastern Parkway, Grand Army Plaza and Bergen Street due to inspection of steel and tunnel in preparation for Atlantic Arena project.


From 12:01 a.m. Saturday, October 6 to noon Sunday, October 7, Manhattan-bound 4 trains run express from Burnside Avenue to 149th Street due to work on the Grand Concourse Bridge at 151st Street.

At all times until Monday, November 12, Manhattan-bound 4 trains skip Mosholu Parkway due to station rehabilitation.

From 4 a.m. Saturday, October 6 to 10 p.m. Sunday, October 7, Bronx-bound 6 trains run express from Hunts Point Avenue to Parkchester due to track panel installation at Whitlock Avenue. (The last stop for some Bronx-bound 6 trains will be 3rd Avenue.)

From 12:01 a.m. to 10 a.m. Saturday, October 6 to Monday, October 8, Manhattan-bound 7 trains skip 111th, 103rd, 90th, 82nd, 74th and 69th Streets due to prep work for 74th Street interlocking.

From 12:01 a.m. Saturday, October 6 to 5 a.m. Monday, October 8, free shuttle buses and shuttle train service replace the A between Howard Beach-JFK Airport and the Rockaways due to track panel installation south of Howard Beach-JFK Airport station.


From 12:01 a.m. Saturday, October 6 to 5 a.m. Monday, October 8, there is no A train service between 207th Street and 168th Street. There is no C train service. Free shuttle buses replace A trains between 168th Street and 207th Street via Broadway. Special M4 buses provide additional service via Ft. Washington Avenue. This is due to tunnel rehabilitation between 168th Street and 207th Street stations.

From 12:01 a.m. Saturday, October 6 to 5 a.m. Monday, October 8, downtown A trains skip 50th, 23rd, and Springs Streets due to Chambers Street signal modernization. (The Brooklyn-bound A will make all other local stops.)


From 12:01 a.m. Saturday, October 6 to noon Sunday, October 7, Bronx-bound D trains run express from 145th Street to Fordham Road due to track and cable work between 145th Street and Bedford Park Boulevard stations.


From 12:01 a.m. Saturday, October 6 to 5 a.m. Monday, October 8, there is no E train service between West 4th Street and World Trade Center due to Chambers Street signal modernizations. Customers may take the A instead between the West 4th and Broadway-Nassau Street stations.


From 12:01 a.m. Saturday, October 6 to 5 a.m. Monday, October 8, downtown F trains skip 23rd and 14th Streets due to wall and ceiling closures, signage work, and installation of conduits for dampers along station walls.

From 12:01 a.m. Saturday, October 6 to 5 a.m. Monday, October 8, Manhattan-bound F trains skip Sutphin Blvd., Van Wyck Blvd. and 75th Avenue due to installation of conduits along tracks between Union Turnpike and Roosevelt Avenue stations.


From 8:30 p.m. Friday, October 5 to 5 a.m. Monday, October 8, there is no G train service between Forest Hills-71st Avenue and Court Square due to installation of conduit along tracks between Union Turnpike and Roosevelt Avenue stations. Customers should take the E or R.


From 7 a.m. to 7 p.m. Sunday, October 7, Manhattan-bound N trains skip 30th Avenue, Broadway, 36th and 39th Avenues due to replacement of rails on curve between Queensboro Plaza and Roosevelt Avenue stations.


From 12:01 a.m. Saturday, October 6 to 5 a.m. Monday, October 8, Manhattan-bound NR trains are rerouted over the Manhattan Bridge from DeKalb Avenue to Canal Street due to tunnel rehabilitation south of Prince Street station.


From 12:01 a.m. Saturday, October 6 to 5 a.m. Monday, October 8, Manhattan-bound R trains run express from Forest Hills-71st Avenue to Roosevelt Avenue due to – Seriously, on the MTA’s website, it cuts out here. What can I say? The R is running express. Who knows why?

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Rider Report Cards

J/Z trains get C to the mizz-inus

by Benjamin Kabak
written by Benjamin Kabak on October 5, 2007

So with apologies to Shawn Carter for that headline, I come bearing bad news for the J and Z trains. The rider report card results are out, and the BMT Nassau Street Lines pulled down the MTA’s first C-.

For the MTA, this is their third grade of the year. Last week, the L received a C, and at the end of August, the 7 also received a C-. With these three grades in the books, the MTA is pulling down a 1.78 GPA. Clearly the agency has lots of room for improvement.

But for the J and Z — a rush-hour skip-stop train running on the same tracks — the news is worse than it seems. These lines are soon to be on the receiving end of some fancy R160 cars, and the MTA thought things were going well. Not quite, reports Metro’s Michael Rundle:

Overall the J/Z line scored a C- grade, with eight grades at a D+ or lower and only one grade above a C+, in the NYC Transit’s latest Rider Report Card. In comparison, the L train, graded last month, scored an overall C and received only one D…

“The news [riders] are giving us doesn’t reconcile with the statistical performance standards we are currently using,” said NYC Transit President Howard Roberts, in a statement. “Clearly we need to take a harder look at not only what we’re doing but how we’re doing it.”

Similar to results released for the L and 7 trains, no attribute scored higher than a B-, and none scored lower than a D. On no attribute was there more than a one letter grade distinction between any of the three lines.

At this point, we’re still waiting for the final results of the report card. But based on the previous results, the subways on the J/Z line are overcrowded, unreliable and dirty. That’s no surprise. How the MTA is going to fix a system that riders seem intent to grade in the C/C- minus range is up for debate.

Meanwhile, I’m getting reports that, despite having completed the survey, folks on the 7 line are still receiving report cards. Um, that’s just a huge waste of paper and people’s time. But, hey, it could be worse. At least the subways didn’t lose to the Indians 12-3 last night.

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MTA AbsurdityView from Underground

Does anybody really know what time it is?

by Benjamin Kabak
written by Benjamin Kabak on October 4, 2007

wrongtime.jpg

Location: Approximately two-thirds of the way uptown on the uptown-bound 8th Ave. A/C/E platform at West 4th St.

Actual Time: 9:39 a.m.

The MTA is not known for its accuracy in time-keeping. As Chris pointed out yesterday, those signs on the L train platforms, just a few months old, are already fairly useless. As trains enter and leave the stations, the signs proclaim the train is still seven minutes away.

So enter the West 4th St. station. Every morning, I see the clock pictured above – but not Photoshopped quite so much – wishing straphangers a good day. The sign hangs above the escalators leading up to the 8th Ave. platforms from the 6th Ave. trains on the lower level. This clock has never been right. Furthermore, it’s an hour and 14 minutes off.

Now, if you’re like me, you’re wondering how a clock manages to be an hour and 14 minutes off. I have no idea, but it’s been like this for months. In a few weeks, I’ll get to find out if this is a system-wide error or if this clock is just messed up. When Daylight Savings time ends on November 14, this clock will either be just 14 minutes wrong or an hour of 14 minutes wrong. I doubt it will have the right time.

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MTA AbsurdityMTA TechnologyQueens

LED lights on the 7 detail express or local service

by Benjamin Kabak
written by Benjamin Kabak on October 4, 2007

New signs illuminate the 7 train. Wonder express or local no longer. (Photos by Ryan O’Horo.)

On and off for the last few months, I’ve gotten questions about the 7 train. Take, for example, this one from my friend Carla: “How about doing an expose on why the 7 can’t get its damn local/express signage right?”

While I don’t ride the 7 train much — two trips to Shea this summer and one to the U.S. Open — I’ve wondered this lately myself. A few years ago, 7 express trains were demarcated by the diamond 7, and locals operated under the traditional round purple bullets.

But earlier this year, something changed. These signs, used interchangeably on the same trains, stopped meaning anything. Passengers had to rely on increasingly inaudible announcements to determine which trains were local and which trains were express. Well, not anymore.

This week, loyal reader Ryan O’Horo e-mailed about me about a 7 train equipped with LED lights that are designed to differentiate between express service and local service. A thread on Subchat corroborated the story. It seems like the MTA is testing out a way to allow passengers to tell the difference. The lights are hanging on only a few cars on the 7 line. Here’s what Ryan had to say:

Spent a good amount to time checking it out. It’s only this one train and the displays are mounted in the front, side and rear rollsigns both inside and outside the car. Simple modules that look custom and they’re just kind of hanging out in the rollsign, no fancy mounts.

According to the Subchat thread, the signs — using EXP for express and LCL for local — are supposed to go green or red, respectively, depending upon the service. So far, we haven’t seen that happen. But we have seen a lot of the signs as Ryan took a set of photos I uploaded to flickr. The thumbnails of a few images below lead to the larger images. For more shots, the photoset is here:

img_3525-800x600.JPG lllrotate.jpg img_3537-800x600.JPG

While clearly still an experimental stab at identifying trains, these LED signs are a good step in the right direction. I will forever wonder why the diamond-bullet variances couldn’t work to identify express and local services. I am also a little mystified as to why the MTA is invested in LED lights when they already have signs that should tell the difference between express and local service. But as long as the Authority is willing to listen to those Queens-bound customers who didn’t know if their trains were express or local, we can’t complain too much now.

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Second Avenue Subway

MTA celebrates leasing their very first Second Ave. apartment

by Benjamin Kabak
written by Benjamin Kabak on October 3, 2007

Okay, okay. It’s not the first apartment the MTA has ever leased, but for the Second Ave. Subway, the lease the MTA recently signed on a rent-controlled apartment on 69th St. is good omen.

So here’s the story. As part of the construction of the Second Ave. Subway, the MTA has to demolish four apartment buildings on the Upper East Side. At the same time, the Authority must provide replacement housing for everyone they displace. The catch – of course, there’s a catch – is rent control. Most of these Upper East Side apartments are rent-controlled. Good luck finding adequate replacements in the area.

So as the neighbors have begun to worry, the MTA has, in the words of Metro reporter Michael Rundle, “just warehousing empty properties as they come on the market.” It’s a brilliant strategy: Snap up empty apartments in the soon-to-be-condemned as they come on the market because that’s one fewer family that needs to be relocated. Rundle has more:

In preparation for its Second Avenue Subway project, the transit agency successfully leased its first rent-controlled apartment on the Upper East Side..

Last month the authority had some luck. It leased a one-bedroom at 1313 Second Ave., near 69th Street, part of a building that will be demolished for the new 72nd Street station. The lease is one year, and the rent is around $1,200 a month.

I want a one-bedroom in a primo location for $1,200. I wonder which sketchy real estate agent the MTA is using and how much the finder’s fee ran them.

Anyway, that’s the story. Landlords are loathe to rent to the MTA because this is, after all, the fourth time they’ve tried to build the Second Ave. Subway. But, hey, one rent-controlled apartment is now in their portfolio. It’s a start.

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MTA Politics

After accident, disabled riders push for better access

by Benjamin Kabak
written by Benjamin Kabak on October 2, 2007

The New York City subways are not, by any stretch of the imagination, wheelchair accessible. While new stations and those undergoing renovations must adhere to ADA regulations, the subway system is replete with staircases old enough to be grandfathered out of automatic ADA compliance. Not everyone is happy about this.

Enter Michael Harris and the Disabled Riders Coalition. Harris, 23 and a recent grad of Manhattanville College, is the executive director of a coalition of disabled and non-disabled riders who are advocating for a subway system more accommodating to those in wheelchairs and those with other disabilities.

While Harris is constantly working to monitor ADA compliance and accessibility in the subway system, every few months an accident comes along that tragically thrusts the Disabled Riders Coalition into the spotlight. This week, when a train at Penn Station struck and seriously injured a woman in a wheelchair, was one of those times.

Here’s what happened, courtesy of Newsday:

A woman was struck by a train and seriously injured after the back wheels of her electric wheelchair got stuck on the yellow studded area of a Penn Station subway platform, police said yesterday.

The Manhattan woman, 52, whom police did not identify, had just gotten off a No. 2 train Sunday evening when she turned her head to see why her chair was caught, witnesses told investigators. As the train pulled away, one of its cars struck her head, then another car hit her wheelchair, catapulting her from the chair and into a column, police said.

While NYCT officials were quick to note that they “heard other things” as well as this account, the agency is investigating. Ironically, the yellow edge with the raised studs is designed to keep all riders — but notably those with vision impairments — away from the edge of the platforms.

On Monday, Harris and his group led a news conference to draw some attention to this matter. “I myself on numerous occasions have been hit by a train and just knocked to the side a little bit. Sadly, in her case, it was much worse,” Harris said to Newsday.

The MTA, meanwhile, has plans to make 100 stations wheelchair-accessible within the next 13 years. Right now, just 61 of the system’s 468 stations are accessible. All of the stations along Second Ave. will be fully accessible and ADA compliant.

Now, I understand that it takes a long time to install elevator systems that run from street level to the turnstile plaza to the tracks. I also understand that, in many cases, the areas around train stations are simply too built up to fit in an elevator without some serious negotiating by the MTA. However, I would have to believe that it’s possible to make more than 39 stations accessible in 13 years.

It’s not easy to modernize and bring a 100-year-old subway system up to speed on ADA compliancy. But it should happen sooner rather than later.

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Subway Security

Bloomberg, in London, preps New York for more cameras

by Benjamin Kabak
written by Benjamin Kabak on October 2, 2007

Here’s lookin’ at you, kid.

Closed-circuit security cameras are already everywhere in New York City. I can count upwards of 30 of them between 8th Ave. at 16th St. and the elevator to my office building in the heart of Chelsea Market. But if the city officials have their way, more and more cameras will be on the way to spy on New Yorkers keep the city safer.

A few months ago, in March, I wrote about plans to install security cameras in the subways. While at the time, I was a bit opposed to that deal, I think that, if the cameras are used correctly, they can enhance the safety of late-night train rides and the general feelings of security on the subways. I’m not the only one.

Over in London this week, Mayor Bloomberg spoke a length about surveillance cameras in the city. London, a city with many more CCTV cameras than New York City, is an apt stage for Bloomberg’s talk. Much like New York will, London uses security cameras to enforce their own successful congestion fee, and Transport for London has equipped the Tube cars with cameras.

Looking to shore up support for more cameras in the city, Bloomberg opined on the roles of cameras in a post-9/11 world:

Bloomberg, holding talks with his London counterpart Ken Livingstone, said such measures as London’s “ring of steel” — a network of closed-circuit cameras that monitors the city center_ were a necessary protection in a dangerous world. “In this day and age, if you think that cameras aren’t watching you all the time, you are very naive,” Bloomberg told reporters at London’s City Hall.”

“We are under surveillance all the time” from cameras in shops and office buildings, “and in London they have multiple cameras on every bus and in every subway car,” he added. “The people of London not only support it, but if Ken Livingstone didn’t do it they would try to run him out of town on a rail. We live in a dangerous world, and people want to have security cameras.”

New Yorkers seem resigned to a city of security cameras. While many of Rudy Giuliani’s draconian police tactics came under fire during the 1990s and the NYPD’s responses to the RNC protests in 2004 were highly scrutinized, cameras have become a part of New York City life with nary a peep for civil rights advocates worried about government intrusion into private life.

Really, in the end, there are few if any downsides to lining subway cars with cameras. People will be less likely to harass or threaten passengers. They’ll be less likely to deface cars and seats. Maybe they’ll even be less likely to litter and seat hog (I can dream, right?). So as Bloomberg continues European adventure, we can only wonder what other ideas he’ll try to bring back to the states. Socialized medicine, anyone?

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