Connect with us

MTA News

New York City revises its plan for transporting commuters during the L train shutdown

Published

on

l train new york

City officials Monday announced revisions to their plan for transporting hundreds of thousands of subway riders who will be looking for new ways to get around when the L line shuts down between Brooklyn and Manhattan next year.

THE CHANGES TO THE PLAN

When L trains stop running in Manhattan next year, so will car and truck traffic on 14th St. directly above the subway line.

The city announced Monday that from 5 a.m. to 10 pm, seven days a week, only buses will be allowed on the crosstown street, with a few exceptions.

Those are really the hours the MTA says they need to make sure they can process the volume of buses they want to provide,” City Transportation Commissioner Polly Trottenberg said. “When we looked at our own traffic data, it very much pointed to that time period.”

The move to make 14th St. a mostly bus-only street for 17 hours a day marks a big shift from a city plan that would have restricted traffic only during the morning and evening rush.

The new plan allows for two exceptions to the driving ban: Emergency vehicles and paratransit cabs and vans for people with disabilities.

“One of the things we heard loud and clear from local residents is they need local access. We particularly heard it, for example, from people with mobility challenges,” Trottenberg said. “They want to make sure they can get a cab that can come right to their door.”

The L line will not run between Bedford Ave. in Brooklyn and 14th St., 8th Ave. for 15 months to repair its East River tunnel.

The city’s new plan also calls for having a westbound bike lane on 13th St. and an eastbound bike lane on 12th St. Previously, the city planned for two-way bike path on 13th St.

Some advocates had demanded that 14th St. be turned into a 24-hour busway. Mayor Bill de Blasio had said that idea was a no-go.

“Getting 5 a.m. to 10 p.m. is a good start. We still think it’s going to be needed, a 24/7 busway,” said Erwin Figueroa of advocacy group Transportation Alternatives. “But at the very least, it’s going to be able to take rush hour commuters back and forth in a seamless way.”

ARE THESE THE FINAL CHANGES?

Though officials describe this as their final plan, they do concede they’re willing to tweak it once the L train shutdown actually begins in April.

“When D Day hits, we’ll be making adjustments,” the transportation commissioner said. “But we’ve tried to come up with every angle, every different possible mode, think through the contingencies and listen to the local communities.”

Though some bus riders aren’t convinced surface transit will be an adequate replacement for the L.

“If it’s bad now, it’s going to be worse,” one bus rider said.

“It’s a hassle, it’s a headache,” another said.

Something more commuters will likely be saying come next April.

Source: http://www.ny1.com/nyc/all-boroughs/transit/2018/06/26/nyc-plan-for-transporting-people-during-l-train-shutdown-revised-manhattan

MTA News

No light at the end of the tunnel for MTA, comptroller finds

Published

on

By

subway action plan

The subways are bad—and Metropolitan Transportation Authority Chairman Joseph Lhota’s $836 million “Subway Action Plan” isn’t making them much better.

That was just one of many bleak conclusions state Comptroller Thomas DiNapoli reached in his annual report on the MTA, released Thursday morning. The chief fiscal officer said the agency faces nine-figure annual budget shortfalls that will hit $634 million by 2022, even if the authority goes through with plans to jack up fares and bridge and tunnel tolls, and assuming that the local economy continues to grow at its current brisk pace.

The deficits largely stem from swelling health insurance costs and debt service to pay off the bonds that financed the 2014-2019 capital plan. Past capital plans have run long and been underfunded—the MTA is still trying to complete projects in the 2005-2009 program—and the comptroller voiced doubts that the state entity is capable of executing the next five-year plan, let alone the 10-year, $40 billion Fast Forward proposal to fully modernize the city’s trains and buses.

Quality of service has spiraled downward and utilization has shrunk even as the city’s population and job market have blossomed.

“Our regional transit system is in crisis,” DiNapoli said. “Despite an infusion of $836 million in state and city funds, there has been little improvement so far in subway service. Riders are leaving the system in frustration and deserve better.”

MTA officials have said the action plan stabilized the system, preventing further declines in on-time performance.

With only three months remaining in the year-and-a-half-long action plan, DiNapoli discovered that the MTA has allocated just 58% of the money it obtained from the state and city and from a new excise on for-hire vehicles. Roughly 40% of what it spent on what Lhota deemed “emergency” repairs went toward overtime for existing employees, while outside contractors gobbled up 28%. Just 12% of the money got spent hiring new staff, which can be difficult to do on short notice in a tight labor market.

Not one cent has gone toward replacing the transit network’s notoriously antiquated signaling system or its uneven and corroded rails. Despite the $836 million infusion, and $20 million from the new vehicle levies, DiNapoli determined service has improved only “marginally.” Fewer than two-thirds of trains arrived on time on weekdays in 2017, and nearly 30% of subway cars are more than three decades old.

The report lacks even a glimmer of hope. It notes that the MTA is counting on $300 million in unspecified savings to balance its books, and that planned projects like the Second Avenue subway rely on uncertain federal support. Meanwhile, negotiations with the Transport Workers Union—closely allied with Gov. Andrew Cuomo, who appointed Lhota and controls the MTA—loom next year, meaning employee costs may only bloat further.

The comptroller acknowledges that “the MTA is asking the state to authorize new sources of revenue,” an allusion to Cuomo’s calls to enact congestion pricing, which would charge autos for entering the Manhattan business district. But he refers to that controversial proposal’s prospects as “not assured.” And continued feuding between the governor and Mayor Bill de Blasio over how to fund capital improvements only worsens the authority’s credit and delays progress.

The MTA referred Crain’s to its internal findings of the Subway Action Plan’s salutary effect on service, and pointed to the hiring of Andy Byford to lead its New York City Transit division. It also maintained it was on track to get its finances in order, though failed to provide much detail on its plans.

“We know these issues and the struggles riders are facing well—it’s why the MTA has new leadership, dramatic modernization plans, short-term blueprints for improving service, aggressive cost-containment initiatives and why we’ve been pleading for sustainable, reliable sources of funding,” spokesman Jon Weinstein said in a statement. “ These issues are well documented and it’s exactly why we’re focused on solutions, which is all we’re focused on every minute of every day.”

Source: https://www.crainsnewyork.com/transportation/no-light-end-tunnel-mta-comptroller-finds

Continue Reading

MTA News

Ferry rides are costing taxpayers $8.96 apiece

Published

on

By

ferry new york

No wonder only rich people own yachts. Operating costs for the city’s ferries increased by 50% last fiscal year as the system expanded to reach farther-flung locations and officials filled service with chartered vessels.

The Economic Development Corp. spent $44 million running boats in fiscal 2018, according to recently released budget documents, up from $30 million the year before. That jump occurred because the number of routes increased from three to six, including sojourns to Soundview in the Bronx and southern Brooklyn. The frequency of trips also added to fuel costs, the city said. Over the same time period, ridership increased from 1.8 million people to 4.1 million.

While the network has proved popular with residents, tourists and elected officials, it also has been expensive to get off the ground. For the past two fiscal years combined, the per-rider cost to the city was $8.96. Passengers themselves pay $2.75, the same as a MetroCard swipe. The development corporation declined to provide per-rider subsidies for individual fiscal years but noted that the metric went up slightly.

“Like any popular startup, initial costs will always be higher than they are in the long run,” a spokeswoman said in a statement. “The incremental difference in operating costs is mainly attributed to increased service that was needed to meet ridership demand that surpassed our initial projections.”

In particular, the city had to charter private boats to cover some of the routes as it waited for all 23 of the vessels it has ordered using $84.4 million in capital dollars, part of hundreds of millions dedicated to the network. James Patchett, head of the corporation, said in May that once those ships come in and chartered vessels are eliminated, the city hopes to be closer to its ultimate goal of getting the subsidy to $6.60 per rider, which he noted is in line with other forms of transportation, such as the Long Island Rail Road.

However, some reports have dinged the initiative as an expensive way to serve relatively few riders. For example, even the mayor’s ridership projection of 9 million people by 2023 would put the entire ferry system on par with the 15th busiest bus route, according to an article in the Village Voice, which also suggested that most ferry riders were affluent New Yorkers who live in pricey waterfront apartments. The city pushed back against that characterization and said that the Voice’s rider survey was done during more traditional working hours and before routes to the lower-income areas of Soundview and the Lower East Side were launched.

Source: https://www.crainsnewyork.com/transportation/ferry-rides-are-costing-taxpayers-896-apiece

Continue Reading

MTA News

NJ Transit derailment shows how pain persists for commuters

Published

on

By

new jersey transit’s montclair-bound train

Round-the-clock repairs at Pennsylvania Station were supposed to guarantee smoother New York City train commutes. They haven’t.

New Jersey Transit’s Montclair-bound Train 6279 went off the tracks Thursday at 6:20 p.m. near the Hudson River tunnel, where Amtrak last year oversaw $30 million of stepped-up maintenance after three trains derailed. Amtrak, which owns the Manhattan station and shares it with commuter railroads, “ruled out any issue with the infrastructure” after investigating the latest mishap, spokesman Jason Abrams said in an emailed statement.

NJ Transit expected no major delays for Friday evening’s rush hour. It was “looking into the possibility that an equipment issue with the train may have been a contributing factor,” spokeswoman Nancy Snyder said in an emailed statement.

The crumbling and century-old Hudson River tunnel provides the only New York City access for NJ Transit trains, and Amtrak has said it has less than 20 years of serviceable life. It’s key to the Boston-to-Washington Northeast Corridor route, serving an area that generates 20% of the nation’s gross domestic product. Amtrak’s proposed $30 billion Gateway project includes a second tunnel and other improvements, but President Donald Trump’s administration hasn’t pledged a federal cost share.

“Every time something like this happens, it’s a reminder of why we need another set of tunnels,” Stewart Mader, chairman of the Port Authority of New York and New Jersey Riders Council, said in an interview.

A tunnel power failure stranded about 1,600 passengers on two trains on Sept. 8. A moment after one re-started, a piece of metal, possibly displaced from the overhead electrical system, pierced the roof of one car. Amtrak this week said it was continuing to look for a cause.

NJ Transit described the Thursday incident as a “minor slow-speed train derailment” with no reported injuries. Some riders on social media described reaching their destinations as much as three hours late initially and on Friday morning.

Occasional passengers complained on Twitter about missing shows and family outings. Commuters, though, ranted about a week of unexpected delays heaped atop service cuts as the agency pulls locomotives from service to install federally mandated emergency braking systems. Crowding, already a chief complaint, will worsen in November, when the railroad makes a push to hit its Dec. 31 installation deadline.

Source: https://www.crainsnewyork.com/transportation/nj-transit-derailment-shows-how-pain-persists-commuters

Continue Reading

Trending

TransportationVoice