MTA Chief Joe Lhota has been very busy of late, and there will be no rest for the weary.

Straphangers just released their “State of the Station Platforms” report, which surveys the appearance and maintenance of 120 MTA subway stations, and the [...]]]>

Straphangers' report assessed platform repairs in MTA stations Photo: Heath Brandon

MTA Chief Joe Lhota has been very busy of late, and there will be no rest for the weary.

Straphangers just released their “State of the Station Platforms” report, which surveys the appearance and maintenance of 120 MTA subway stations, and the advocacy organization has found room for improvement.

Lhota’s pet peeve, peeling paint, marred 79% of the surveyed stations, and 50% of them had broken lighting fixtures. 53% had water damage.

There was some good news, though: trash cans were present at all but one stop, and none of them were overflowing. Garbage bags sat on the platform only 6% of the time.

The MTA has removed trash cans from some stations as part of a pilot program that aims to reduce the subways’ rat population, but the problem remains—rats were seen at 11% of stations.

Some other findings from the study:

• 15% of staircases/handrails were in disrepair
• 15% of stations had substantial areas of missing tile
• 20% of stations had substantial graffiti
• 28% of stations had exposed wiring
• 33% of stations had substantial floor cracks

The string of service disruptions demonstrates that the New York State Senate must quickly adopt the MTA’s Capital Program proposal, which would fill the MTA Capital [...]]]> The Long Island Rail Road has been plagued by switch problems, signal issues, and track breaks over the past few months, which has caused headaches for commuters and businesses.

The string of service disruptions demonstrates that the New York State Senate must quickly adopt the MTA’s Capital Program proposal, which would fill the MTA Capital Program’s remaining $7 billion deficit. In addition to financing high-profile expansions like East Side Access, the Capital Program keeps the LIRR in a state of good repair. It pays for things like track work and signal maintenance, which are vital to the system’s continued, reliable operation.

Transit advocates have been in Albany urging adoption of the Capital Program and the passage of Governor Cuomo’s budget, which provides $770 million to the MTA’s Capital Program and compensates the MTA for the $310 million it lost in last year’s payroll mobility tax deal.

This week, a number of New York’s transportation agencies unveiled technological initiatives that promise to help people get around without cars.

On Staten Island, the MTA’s real time bus tracking service went live. The program, which is known as Bus Time, was developed with OpenPlans at the urging of [...]]]>

photo: The Eyes Of New York

This week, a number of New York’s transportation agencies unveiled technological initiatives that promise to help people get around without cars.

On Staten Island, the MTA’s real time bus tracking service went live. The program, which is known as Bus Time, was developed with OpenPlans at the urging of Straphangers and other advocacy groups. Riders can now text the MTA with a station code or intersection to get their bus’ location (they can also visit the Bus Time site). The pilot program on Brooklyn’s B63 line was deemed successful, and the MTA may roll out the service to all five boroughs by the end of 2012 (Crain’s says that the service will “include the entire city by the end of 2013”). Software developers will have access to vehicle data.

Elsewhere in New York, NYSDOT released an interactive map that shows bike routes across the state. Users can find information about lane layout and search for bike-friendly roads by region.

The New York City Department of Transportation (NYCDOT) has also gotten involved: a recent Streetsblog post reminds us that the city’s incoming bike share program will track trips with GPS, which will give the city all-too-rare bike traffic data.

Lhota faces an imposing set of challenges at the MTA: an expiring contract with the Transport Workers’ Union, an unfunded capital program, and, of course, the operation and maintenance of America’s only 24-hour subway system.

TSTC has assembled [...]]]> The New York Senate confirmed Joseph Lhota as the Chairman and CEO of the MTA yesterday.

Lhota faces an imposing set of challenges at the MTA: an expiring contract with the Transport Workers’ Union, an unfunded capital program, and, of course, the operation and maintenance of America’s only 24-hour subway system.

TSTC has assembled a list of things that Lhota should keep in mind, now that he’s (officially) got the reins:

• Be a powerful voice for dedicated transit funding from Albany and secure funding for the last three years of the MTA’s capital program (2012-2014). The program pays for things like new subway cars, station rehabs, and the 2nd Avenue subway.
• Push for the extension of the recently-expired federal tax benefit, which saved riders hundreds of dollars a year in commuting costs.
• Work with the NYC Department of Transportation on new Select Bus routes, which have improved travel times for bus riders.
• Use technology to improve customer service—continue the proliferation of subway countdown clocks and release data so that software developers can create better transit apps.
• Expand the cashless tolling pilot program on the Henry Hudson Bridge to all MTA crossings.
• Expand the agency’s transit-oriented development program to help municipalities build more office, housing and retail near train and bus hubs.

Gene Russianoff of the Straphangers Campaign has also written a list of the challenges facing Lhota, including negotiating a new three-year labor contract in early 2012 and keeping MTA promises to cut costs by half a billion dollars. Elsewhere in the blogosphere, Noah Kazis (Streetsblog) thought that Lhota ought to have stood up for transit funding more strongly at his confirmation hearing, while Ben Kabak (Second Avenue Sagas) took solace in Lhota’s poise under the questioning of New York State Senator Lee Zeldin (R, C, I-Shirley).

The tax reform bill currently moving through Albany includes several provisions that could hurt transit riders.

First, the bill would whittle down the payroll tax that currently helps fund the MTA – under the terms of the bill, private [...]]]>

The W train was cut during MTA's service reductions in 2010. Photo: Heath Brandon.

The tax reform bill currently moving through Albany includes several provisions that could hurt transit riders.

First, the bill would whittle down the payroll tax that currently helps fund the MTA – under the terms of the bill, private schools don’t pay the MTA payroll tax and small business’ rates are lowered. This would reduce MTA revenues by up to $320 million, according to some estimates, if promised reimbursements from the state don’t come through.  Given that the service cuts that went through in 2010 saved the agency less than $100 million, it’s easy to understand the potential ramifications of such a cut. The New York Times‘ Clyde Haberman has more.

Second, buried in the bill is the nullification of “transit lockbox” legislation that was supposed to protect transit funds from being swept for other purposes. The TSTC and dozens of other advocacy groups joined together to express their disappointment in Albany’s recent tack:

The original [lockbox] legislation made it more difficult for the governor to unilaterally divert MTA dedicated transit funds, and required an impact statement detailing the effects on transit service if dedicated funds were taken. The “lockbox” bill (S.4257C/A. 6766C) was a reaction to the diversion of $260 million in dedicated transit funds over the last three years. These diversions contributed to the worst metropolitan-area transit service cuts in memory.

Third, the tax package reportedly sets up a state infrastructure bank for public private partnerships (though few details are available in the bill). Such “PPPs” have been widely reported as a method of paying for the replacement of the Tappan Zee Bridge. But to the surprise and disappointment of local officials and civic organizations, Governor Cuomo eliminated public transportation from that project in October. Groups have been working to get the bus rapid transit back into place.

On Monday, the Nassau County Legislature’s Rules Committee voted 4-3 to support a much-maligned bus contract between Nassau County and Veolia Transportation.  The contract now will be the subject of a public hearing next Monday, December 5, at 1:00 pm at the Nassau County Legislature.

According to [...]]]>

(Click to download the report.)

On Monday, the Nassau County Legislature’s Rules Committee voted 4-3 to support a much-maligned bus contract between Nassau County and Veolia Transportation.  The contract now will be the subject of a public hearing next Monday, December 5, at 1:00 pm at the Nassau County Legislature.

According to the public notice and comments by Presiding Officer Peter Schmitt, a vote on the contract by the full legislature could take place as soon as the hearing is closed, which would prohibit the County from making any improvements to the contract or answer any of the numerous questions that have been raised about the contract. And there’s no need to rush, as the MTA recently said it could operate service into next year.

A recently released report by TSTC, Long Island Federation of Labor and Long Island Jobs With Justice raised additional questions about the contract, among them:

• Why does Veolia have ultimate authority to decide service levels in Nassau, when in other contracts the local government or transit authority dictate service levels?
• How will riders be protected from quarterly fare increases and service cuts if revenues come in under projections?
• How will taxpayers be protected from increased subsidy demands?
• Why is Nassau County assuming joint responsibility for future 13 (c) labor obligations?
• Why are there no representatives from the bus riding public or labor on the Transit Advisory Committee?

All of these questions, and more, need to be answered and addressed if the Nassau County Legislature is going to best protect bus riders, workers, businesses and taxpayers.  Luckily, elected officials have time.  The MTA has recently indicated that it would be willing to continue to operate LI Bus service into next year as a ‘Plan B’ if Nassau County requests it to do so and paid for the service.  This offer allows Nassau County Legislators to thoroughly vet the bus contract and to amend it to better protect their constituents.  Let’s hope that they do so.

Late Sunday night, the Nassau County Legislature adopted its $2.63 billion budget along party lines, with Republicans voting in favor and Democrats against.  Included in the budget was $2.5 million for LI Bus, which represents a 73% cut in [...]]]>

Nassau's 2012 budget cuts annual funding to Long Island Bus to just $2.5 million.

Late Sunday night, the Nassau County Legislature adopted its $2.63 billion budget along party lines, with Republicans voting in favor and Democrats against.  Included in the budget was $2.5 million for LI Bus, which represents a 73% cut in support for the beleaguered system and less than 0.1% of the total county budget.

The adoption of this budget is a de facto vote for increased fares and service cuts.  That’s because no matter who runs the system — the MTA, Veolia Transportation, or another entity — $2.5 million is wholly inadequate to operate a system the size of LI Bus without fare increases, service cuts, layoffs or an increasing the cost of doing business in Nassau County.

Still hovering over the future of LI Bus is the yet to be released secret contract between Nassau County and Veolia Transportation, which will outline what service will look like and what rate of fares riders will have to pay.  Advocates and outraged citizens have taken over multiple budget hearings because of this lack of transparency and are eagerly awaiting the documents’ release to see what 2012 and beyond hold for riders, workers and all those who depend on the system.

Most observers believe that the contract will not be made public until after next week’s election, in which all seats in the County Legislature will be contested.

Lhota.

The Tri-State Transportation Campaign welcomes the opportunity to work with Joseph Lhota as Chair and Chief Executive Officer of the MTA on our shared goals of fiscal stability and [...]]]> TSTC executive director Kate Slevin issued the following statement today in response to Gov. Cuomo’s nomination of Joseph Lhota to head the MTA:

Lhota.

The Tri-State Transportation Campaign welcomes the opportunity to work with Joseph Lhota as Chair and Chief Executive Officer of the MTA on our shared goals of fiscal stability and transportation progress for the agency.

Many challenges exist for the nation’s largest transit agency, such as:

• Ensuring dedicated taxes for transit, such as the payroll tax, remain intact and are not diverted to non-transit uses;
• Ensuring federal support for transit projects is not reduced;
• Fully executing the remaining three years (2012-2014) of the MTA’s construction and rebuilding program;
• The maintenance, and expansion, of service levels for the system’s subways, buses, and rails; and
• Keeping fares affordable despite growing agency debt.

Ridership throughout the system is steady and rising. 41 million more people rode the subways in 2010 than in 2007. Metro-North ridership increased 5.8% over the past year. Commuters need transit now more than ever and are relying on a strong leader who will promote transit as the engine for regional economic growth.

We hope Mr. Lhota’s business acumen will help guide the agency towards more sound fiscal footing without compromising service and affordability for the system’s 8.5 million daily riders.  We also hope he will continue the innovative service improvements executed by his predecessor, including subway countdown clocks, rapid bus service, and nonstop tolling.

We urge the Senate to swiftly approve Governor Cuomo’s nomination for Chair/CEO of the MTA, Joseph Lhota.

With track fires and derailments creating havoc, commuters on the region’s rails need some good news.  And Metro-North is stepping up to deliver it.  To accommodate its growing ridership, Metro-North is adding more service to weekday rush hour and weekend trains. Since March [...]]]>

Metro-North has added trains to the Harlem and Hudson Lines.

With track fires and derailments creating havoc, commuters on the region’s rails need some good news.  And Metro-North is stepping up to deliver it.  To accommodate its growing ridership, Metro-North is adding more service to weekday rush hour and weekend trains. Since March 2010, total ridership on the system is up by 5.8 percent, jumping as high as ten percent on some stretches.  To accommodate the increase, the agency is adding cars to existing trains and adding more trains during AM and PM runs into and out of Grand Central.

Beginning today, commuters on the Hudson Line will have an additional AM peak train departing Poughkeepsie at 7:13 AM and an extra express PM train departing Grand Central at 6:12 PM.  Weekend ridership on the Hudson Line has also jumped, especially during Yankees baseball season.  (Which is part of the reason why the stadium’s oversized parking garages are seeing vacancy rates over 50%, as advocates predicted.)  On the Harlem Line, five trains will be added to the Sunday schedule to accommodate the rise in weekend trips along with three additional AM trains to Grand Central and two more PM trains leaving.  No service adjustments to the New Haven Line (but commuters are at least enjoying the occasional new M8 train).

Amtrak broke ridership records with news that the rail carried 30.2 million passengers in 2011.  According to the agency, it’s “a total that has never been reached in the corporation’s 40 years of operation.”  Overall, ridership for the agency has grown 44% since 2000. Meanwhile, the FY2012 federal budget could slash support for Amtrak if the funding levels being considered by the House are adopted.

It is an encouraging sign to see transit ridership grow so significantly.  The recession prompted dips in ridership and revenue casting a shadow on the financial outlook for the region’s transit agencies.  But, the worry continues as these agencies struggle to accommodate this growth with tight budgets and threats of state and federal cuts on the horizon.

Image: Adam E. Moreira/Wikimedia Commons.

LI Bus riders, faith [...]]]>

"$2.5 million is woefully inadequate to run a bus system of the size and scope of Nassau County’s," TSTC executive director Kate Slevin said on Monday at the county's Executive and Legislative Building. "Without an increase in funding, bus riders will face service cuts and fare increases next year."

LI Bus riders, faith leaders, advocates, and transit workers said on Monday that Nassau County should increase bus funding and reopen negotiations with the MTA about running the system. Nassau County plans to privatize LI Bus next year, but that process has been shrouded in secrecy. No official public hearings have been held on the proposal thus far, even as private firm Veolia Transportation has practically guaranteed that service cuts are on the way when it takes over. Fare hikes are on the table for next year as well, despite earlier promises that fares and service levels would be kept the same in 2012.

Slevin displays an enlarged version of one of more than 100 letters that have been written to state and county officials against LI Bus fare hikes and service cuts.

The event was hosted by Church in the Garden (Garden City), the United Church of Christ, the Unitarian Universalist Congregation at Shelter Rock, the Wantagh Memorial Congregational Church, LI Jobs With Justice, the LI Progressive Coalition, NY Communities for Change, NYPIRG, Tri-State Transportation Campaign, and Vision Long Island. Representatives from those churches and groups warned that cuts would impact the most vulnerable, as well as the county’s economy.

Sister Mary Alice Aschenbach, who works at Mercy Medical Center in Rockville Centre, said that some of her facility’s 50 employees and a third of its 300 patients relied on the bus to get to work and receive care.

Advocates said that with new leadership coming to the MTA, it made sense to reopen discussions with the agency on running the system.

“The County Executive needs to look at all options and opportunities available before taking County taxpayers down an unknown route,” said Eric Alexander, executive director of Vision Long Island. “Everything must be considered, especially since Veolia Transportation has already suggested that fare hikes and service cuts are a reality in 2012 to plug the gap in funding for the bus system.”

Nassau County plans to contribute $2.5 million to run the bus system in 2012 — a 73% cut from its contribution of $9.1 million in the 2011 budget. Even that $9.1 million is less than what Nassau has contributed in the past, and less than what Suffolk and Westchester Counties contribute to their local bus systems.

Advocates will deliver over a hundred letters against fare hikes and service cuts to county legislators this week. New York residents, especially those on Long Island, can ask the county to get back to the negotiating table through TSTC’s website.

Photos: Vision Long Island.