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Astronics Corp (ATRO) Secures Approx. $30M Contract to Support Kawasaki Rail Cars Inc. for New York City Transit New Subway Cars

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Astronics Corporation (NASDAQ:A TRO) announced today that its wholly owned subsidiary Astronics Test Systems has been awarded a contract to develop and supply a test system to Kawasaki Rail Car, Inc. (KRC), a subsidiary of Kawasaki Heavy Industries, Ltd. The contract is valued at approximately $30 million with additional options for a total potential value of approximately $50 million.

The test system will supply post-delivery maintenance support for new generation subway cars being delivered by KRC to the Metropolitan Transportation Authority’s New York City Transit (NYCT). The cars are scheduled to be delivered to NYCT from 2020 to 2023. This program is expected to generate revenue for five years beginning in the first quarter of 2019.

“We are proud to be part of this large program, providing innovative consolidated test solutions that support mission-critical equipment,” commented Peter J. Gundermann, President and CEO of Astronics Corporation. “This program is a logical application of our skills and capabilities, leveraging our successful Aerospace and Defense test experiences. We look forward to making the program successful for KRC and NYCT.”

Source: https://www.streetinsider.com/Corporate+News/Astronics+Corp+%28ATRO%29+Secures+Approx.+%2430M+Contract+to+Support+Kawasaki+Rail+Cars+Inc.+for+New+York+City+Transit+New+Subway+Cars/15073239.html

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Clean, On Time and Rat-Free: 9 International Transit Systems With Lessons for New York

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What smells like a “nightclub toilet,” evokes the feeling of “an underworld” and resembles a “working museum”?

That would be the New York City subway, according to international readers who have experienced it.

The subway runs around the clock and carries millions daily across a sprawling network. But when we asked riders of public transit around the world how their systems compare, New York’s scored worse than most on several measures.
Among the enviable features they described were Moscow’s chandelier-adorned platforms, Istanbul’s plans for a 500-mile expansion and Tokyo’s friendly attendants who locate lost items.

Below are some of their tales of exceptional public transit. They have been condensed, edited for clarity and paired with photos of their systems and New York’s.

Moscow
I’m a senior majoring in Russian studies at Carleton College in Minnesota. When I studied abroad in Moscow last year, my father, a South Bronx native, came to visit. We took the metro many times, and he was shocked.

“Where are the rats?” he asked. “I can’t believe how clean it is on these platforms.”

Many of the stations are works of art. Kievskaya, one of my favorites, has chandeliers and glittering mosaics with scenes from Ukrainian and Russian history. My other favorite station, Dostoevskaya, has murals depicting some of Fyodor Dostoyevsky’s famous works, including “Crime and Punishment.”

The stations are held to a high standard of cleanliness, and there’s a constant police presence. Hooliganism is a serious crime, and it’s illegal to drink in the metro.

New York impressions: The subway in New York doesn’t follow a schedule in my experience. One time, in the summer of 2017, I waited 40 minutes for a Q train on the way to Brighton Beach. There was construction, but come on, 40 minutes?

Tokyo
I live in Tokyo and rely on three trains — JR and Tokyo Metro lines — to get to my job leading food tours at the Tsukiji fish market. My first train is famous for being packed during the morning commute. But riders are good for the most part about making room for as many people as possible. When things go smoothly, a new train comes on the JR Chuo line every few minutes. If there are ever delays, train stations, social media and TV news are quick to share the information.
Trains are clean, and some cars are reserved for women and children. There are staff at the stations who are helpful and friendly. One time I left my keys on the train, and the staff at my station quickly figured out which train it was and where I could track it down. The keys were turned in and I retrieved them.

Japanese culture respects others before yourself. My train ride is so quiet in the morning that a baby could sleep. There are rules, such as letting people off first, that everyone follows.

New York impressions: I lived in New York for many years, and two things happened to me on the subway. First, I was held up. There were other riders in the car, and no one did anything to help. Second, I was on a train and a man had a gun. Everyone panicked, and people fled to the ends of the train. This doesn’t happen in Tokyo.

Amsterdam
As an American and former New Yorker, I am keenly aware of the public transit differences between here and New York. In Amsterdam it is a priority, a connecting web of trams, buses, trains and ferries that allows everyone to get around safely and on time.

I came to Amsterdam in 1989 to work for Radio Netherlands Worldwide and started living here full time seven years later. Now I’m retired, and as a senior on a limited income, I qualify for a free pass on all city transportation. This mobility has opened my life.

When American friends visit, they think our system is like a dream. But it isn’t. It’s the result of decisions made by the city and national governments and supported by the citizenry, who benefit daily and are willing to pay taxes to support it.

New York impressions: When I moved to Amsterdam after 15 years in New York, I had no idea that transport could actually run on a schedule. All I knew was to schedule extra time.
I still don’t trust the timetables, mainly because I want to keep some of my New Yorker-ness!

Stockholm
The metro here is known as the world’s longest art gallery.

One card allows you to ride the commuter trains, metro, trams, ferries and buses. There are even driverless vehicles. Transit is safe, punctual and affordable. Between my commute from the suburbs and my work co-directing the Stockholm Fringe Festival, I take three to four transportation modes a day. The system is part of my office.

For the festival we rely on public transit to get our actors, crew and audience members to each venue. In fact we plan the locations and schedule around the metro lines. In 2012 we had a roaming performance that took place across different stations and trains. It won the Audience Choice Award.

New York impressions: The subway looks like it does in the movies and smells like a shady nightclub toilet.

Berlin
When my husband and I were both working remotely, we thought, “Why not do this from Berlin instead of home?” So we left Austin, Tex., and spent a month there in 2016. We returned last year to celebrate our 13th wedding anniversary and my birthday. Berlin is our favorite big city, in large part because of how easy transportation is.

The U-Bahn was our primary method of transit for everything. Trips on it aren’t particularly memorable, and that’s how it should be. Systems are consistent across platforms and stations. There aren’t obstacles to smooth travel. What’s memorable, though, is the exquisite, ornate tiling in many of the stations. You also don’t validate your ticket when you enter a platform, which I think only works because of German culture.

New York impressions: When I visited New York, the stations were grungier and more rundown than the U-Bahn. But the U-Bahn serves a city with 3.5 million people. It’s harder to maintain and clean a system in a city of 8.5 million.

Istanbul
My family has a foundation that manages a robotics competition in Turkey. My work for it often requires taking public transit to meet with schools, sponsors and teams across Istanbul. When I was looking for an apartment, access to the metro and buses was basically my only criterion.

The metro is pretty fantastic. The trains can carry a massive number of people. We have mild overcrowding for an hour or two a day, but it’s usually not horrendous. Trains are almost never delayed thanks to good maintenance. My line, the M2, carries about 400,000 people each day without trouble.

The trains have TV screens that play lots of things. My favorites are the cat (and sometimes dog) videos.

The metro sparkles: Trains and stations are shiny clean. What I like most, though, is how fast it’s expanding. There are plans to go from 105 miles of track to about 680 miles in the next decade or so.

New York impressions: I’ve come to New York for robotics competitions. The subway gets you there. That’s about it. It was slow and broken, with lots of trash and decay. I felt like I was in an underworld.

Vancouver
My work addresses urban-planning issues. Before moving to Vancouver, I lived in San Francisco, where I helped take down the Embarcadero Freeway and create the Presidio, a national park. Here, I’m working to remove two old highway viaducts, which will be replaced by a new roadway, parks, housing, bike paths and more.

The SkyTrain, our rapid transit system, has three lines that run through metro Vancouver. It plays a key part in a transportation strategy that makes walking, cycling and transit account for half of all trips in Vancouver.
The entire system is driverless. I’ve sat in the front seat of a SkyTrain, imagining that I’m the engineer as we race across the Fraser River.

Automation puts more money into maintenance and expansion. Six new stations opened in 2016. A project that will connect the suburbs to a major hospital has been approved, and an extension to the University of British Columbia is being discussed.

New York impressions: The subway is a critical public asset with impressive 24-hour service. But it’s antiquated, inefficient and not designed for all ages and abilities.

Zurich
I’m a professor of computer science and use public transit on weekdays to drop off my youngest daughter at school, get to my university, run errands and go to meetings.

Zurich’s system has many desirable features. Most trams and many bus lines have their own lane, so travel time is more or less predictable.

The buses, with few exceptions, and many trams have low floors, allowing a stroller, wheelchair or suitcase to be moved easily onboard. Most U-Bahn stations are also accessible.

The timetables are fairly dense on many lines, and the evening and weekend schedules aren’t much thinner. On Friday and Saturday there’s a late-night network. I’ve never felt unsafe in any bus or tram.

Public transportation covers every part of the city. I don’t recall walking more than five minutes to a stop. It also has wide social acceptance; I know C.E.O.s who take public transit.

We once had visitors from the United States who left a handbag with money, jewelry and their passports on a bus. It took a phone call to find out when and where to meet the bus, and the driver handed over the bag.

New York impressions: The subway is a nice working museum.

London
I go to Northeastern University in Boston and studied in London for six months in 2017. I return every so often to work with a friend there on a business venture.

The Tube was the most amazing thing to happen to me. I could reach practically every spot in London in less than 40 minutes.

The system is extremely efficient, with frequent trains during the day. For me this is one of the main reasons that London has stayed ahead of many cities that haven’t aged as gracefully.

The trains are extremely long and can fit tons of passengers. Some stops also serve as national rail stations. I could board a train near my apartment and head out almost anywhere in the United Kingdom, from London’s suburbs to Edinburgh.

Transit fares are based on zones. One time I accidentally left the area that my card could access. It was 2:30 a.m., and I was six miles from my apartment. A security guard offered to pay for me and I was home within 30 minutes.

New York impressions: I like that New York’s subway is extensive (more so than Boston’s), but it’s extremely poor quality. It’s closer to London in terms of having many stops in many places, but not close in much else.

Source: https://www.nytimes.com/2019/02/11/reader-center/international-public-transit-new-york-subway.html

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Crucial—and unfunded—subway fixes could save New Yorkers millions of hours per year: study

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Public transit advocacy group TransitCenter has released a study proving the hardly controversial point that New Yorkers would save millions of hours annually if the New York City Transit Authority’s Fast Forward plan were fully funded and implemented.

The stakes are highest for straphangers commuting into Manhattan from the outer boroughs, the study finds: For instance, commuters taking the train from Jackson Heights to West 4th Street could save 26 minutes daily, or 110 hours annually, with the signal fixes Fast Forward prioritizes. The signal fixes would also mean New Yorkers with hourly wages are arriving at work on time, and therefore not receiving docked pay.

The Fast Forward plan, introduced by NYCT President Andy Byford in May 2018, would significantly speed up the agency’s timeline for replacing the system’s aging signals with new ones. The agency previously estimated that a signal overhaul could take 50 years, but under Byford’s plan the city’s most crowded subway lines would be converted to a more effective system within ten years.

The major issue with the Fast Forward plan remains its lack of funding: The project, which will also include necessary accessibility upgrades, is projected to cost $40 billion. Gov. Andrew Cuomo and the state legislature have yet to commit to funding the venture, but Cuomo has previously expressed support for funding Fast Forward through congestion pricing.

The city and state has moved to put one small piece of congestion pricing into action: A $2.50 fee on yellow cab rides and a $2.75 fee on green cab rides and other for-hire vehicles below 96th Street. The fee is poised to go into effect after a State Supreme Court judge ruled that the surcharge does not demonstrate irreparable injury to the business of for-hire vehicles. The fee was initially poised to go into effect on January 1, but has been held up by the lawsuit.

The New York Taxi Workers Alliance brought the lawsuit in late December against the Taxi and Limousine Commission and Governor Cuomo in an attempt to have the fee dismissed on the basis that it would deter people from using for-hire vehicles and be “an additional crushing burden on a workforce already facing financial despair,” according to NYTWA Executive Director Bhairavi Desai.

It’s estimated that the surcharge will generate $400 million annually, which is a start but far short of the total amount needed to fully fund Fast Forward. TransitCenter points out that while resistance to congestion pricing is often framed in terms of its impact on car commuters who live outside of Manhattan, the subway upgrades funded by congestion pricing will benefit far more commuters who take the train to work.

“The MTA has a basic responsibility to provide fast and reliable service,” State Senator Brad Hoylman said. “Based on the signal malfunctions, chronic delays, and sluggish trains that straphangers experience on a daily basis, it’s clear that they are failing to fulfill this obligation. Albany can no longer stand by as our subways fall into a total state of disrepair,. We need Fast Forward, and we need it funded through congestion pricing and other sources of revenue before it’s too late.”

Source: https://ny.curbed.com/2019/2/6/18214022/congestion-pricing-fast-forward-transitcenter

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End Wall Street tax rebates to fund the MTA and NYCHA

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Some days it feels like the only thing worse than the gridlock on our streets is the political gridlock on funding the infrastructure upgrades that New York City desperately needs. Up to $60 billion of subway investment is required and fixing our city’s public housing would cost another $32 billion. Without these investments, New Yorkers will continue to spend more time stuck in traffic or standing on the subway every year than they do on vacation. Some of our most vulnerable families will continue shiver through another winter with broken heating and endure another summer scared to drink the water from their taps in case it contains poisonous lead.

No one has proposed a viable way to raise the money to pay for all this. Congestion pricing may have its merits, but it’s only estimated to raise $1 billion a year. Using the revenue from marijuana legalization is another idea, but that would raise even less: just $300 million a year, the governor said last month. And there’s a strong argument that marijuana revenue should be invested directly back into economic development and criminal-justice reforms in the communities that disproportionately bore the brunt of drug law enforcement for so many years.

But there is a way to break this political gridlock without raising subway fares or charging drivers a cent. For more than 100 years New York has had a modest tax on stocks traded, similar to taxes in London, Singapore and other global financial centers. Unfortunately, since 1981, 100% of our stock tax has been rebated straight back to traders.

On average, $11 billion is rebated to stock traders every year. That’s a giveaway that could be used to create an infrastructure trust that would invest immediately in fixing the subway and New York City Housing Authority properties. This would provide 10 times the expected revenue from congestion pricing and 36 times more than marijuana legalization.
Within a few years, our subway system—which underpins New York’s economic success, reduces traffic congestion and lowers carbon emissions—could be repaired and modernized. NYCHA would become a model for public housing, instead of the moral failure it is now. And New York would be a more livable city.

Once they were fixed, the ongoing revenue could be used to improve public transportation in areas like eastern Queens and to better connect Brooklyn, Queens and the Bronx, or to help build other infrastructure to reduce the impact of climate change. What’s more, these investments would create thousands of jobs.

It will take courage to take on Wall Street. No doubt we will hear threats that the financial sector will abandon New York. I don’t think that would happen. Critics said the same thing in 1905 when the stock transfer tax was introduced, yet Wall Street stayed and continued to grow. At times Wall Street has powered our city’s economic success, but at other times its reckless behavior has plunged the world into recession. Ending the rebates of stock transfer taxes would result in Wall Street making a vital contribution to fixing New York City.

There’s evidence to back this up. The International Monetary Fund says stock transfer taxes “do not automatically drive out financial activity to an unacceptable extent.” Trading firms are unlikely to move to other global financial centers because those cities have their own taxes: In London, trades are taxed at 0.5% and in Singapore, 0.2%. The European Union is working on a similar tax, bringing together existing taxes across its member states.

The Tax Policy Center estimates that most of the tax burden would fall on the wealthiest individuals, not mom-and-pop investors or ordinary people with 401(k) accounts. For everyday people saving for retirement, a tax like this would be less than most brokerage and management fees. The people paying most of the tax would be those who treat Wall Street like a casino, gambling with Americans’ jobs and livelihoods.

The New York Stock Transfer Tax already exists. There’s a page for it on the state Department of Taxation and Finance website. It sets out the rates—from 1.25 cents a share for low-value stocks to 5 cents for high-value stocks—with a cap of $350 on any given trade.

Making New York a more livable city is not easy, but sometimes the simplest solutions are staring us right in the face. It’s time we started using the tools we already have to make investments that will benefit all New Yorkers.

Source:  https://www.crainsnewyork.com/op-ed/end-wall-street-tax-rebates-fund-mta-and-nycha

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