Streetsblog New York City

This woman waiting for the M4 in Washington Heights may have to wait a lot longer: it is the city's least reliable bus. Photo: Susan NYC/Flickr

Since 2006, Streetsblog has provided red carpet coverage of the annual Pokey and Schleppie awards, given out by the Straphangers Campaign and Transportation Alternatives to the city buses with the slowest average speed and the least reliable service, respectively. This year, Manhattan buses took the crown in both categories.

Although the awards spotlight the routes most notorious for crawling through traffic, stopping at every block, and bunched three in a row, there is a bright spot: Select Bus Service has been living up to its promises — with more routes set to get the speedier service in the coming years.

In the survey, the Bx12 SBS on Fordham Road and Pelham Parkway traveled at 7.9 mph, 19.6 percent faster than the Bx12 local’s 6.6 mph. Meanwhile, on First and Second Avenues in Manhattan, M15 Select buses moved along at 7.8 mph — 50 percent faster than the M15 local, which lumbered at 5.2 mph.

These numbers didn’t come from nowhere: Although not as robust as Bus Rapid Transit in other cities, SBS features limited-stop service, camera-enforced bus lanes, off-board fare collection and, in many cases, transit priority at stop lights. Buses without these improvements remain stuck in gridlock.

The result? This year, there is a tie for the Pokey award, with the M66 and M42 crosstown buses both clocking in at 3.9 mph. In a statement, Gene Russianoff of the Straphangers Campaign said these buses “would lose a race to an amusement park bumper car,” which can hit top speeds of 4.3 mph.

Straphangers and TA analyzed bus data citywide, and each borough has its very own Pokey award winner. The full list, plus the highly-anticipated Schleppie award results, after the jump.

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In one fell swoop, Governor Cuomo and the state legislature could drastically reduce NYC's traffic dysfunction while rescuing New Yorkers from the fourth fare hike in five years. Image: Sam Schwartz

Since the beginning of 2008 — right around the time that Albany legislators failed to enact congestion pricing — NYC subway and bus fares have been hiked three times. Now the fourth fare hike in five years is on the horizon, and with Albany lawmakers sitting on their hands as MTA revenues fail to keep up with costs, there’s no relief in sight for millions of transit-riding New Yorkers.

Today MTA Chair Joe Lhota announced four options under consideration for the 2013 fare hike. The scenarios are weighted so that the fare hike will either fall primarily on riders who buy unlimited Metrocards or on those who mainly buy pay-per-ride cards. Monthly unlimiteds could cost $21 more, or single fares could go up to $2.50 from $2.25. (The Straphangers Campaign has produced a handy chart [PDF] to see how each option would affect your expenses.)

Either way, this string of hikes puts the fare on pace to triple the rate of inflation, according to a recent report from Comptroller Thomas DiNapoli. While working families in New York City end up paying hundreds or even thousands of dollars more out of pocket to cover higher fares, Governor Cuomo and the state legislature haven’t shown any intention of stepping in to help. In fact, they’ve made the situation more precarious by raiding the MTA’s budget and weakening the agency’s dedicated funding.

It doesn’t have to be this way. At any point, Albany could help to lessen the burden on working New Yorkers while simultaneously eliminating a source of enormous dysfunction in the region’s transportation system: the discrepancy between the free East River bridges and the MTA’s tolled crossings, which produces debilitating traffic jams and will only get worse as fares and tolls rise under the status quo.

The solution? Cuomo and the legislature could enact “Gridlock” Sam Schwartz’s “Fair Plan” [PDF], as Gene Russianoff of the Straphangers Campaign noted in a statement today:

Blocking or reducing the fare increase is possible, if we get more help from Albany. One promising plan is to generate new revenue by both raising and lowering tolls on city bridges and tunnels in line with where there is the most and least congestion. Under this plan – developed by a former New York City traffic commissioner Sam Schwartz, known as Gridlock Sam ­– tolls would go down on some facilities (like the Throgs Neck and Verrazano-Narrow Bridges) and be instituted on others (Brooklyn and Manhattan Bridges.) The State would need to authorize some of the tolls.

So far, Transportation Alternatives has collected more than 15,000 signatures asking Albany to stop the next fare hike. If you sign on, I suggest adding a note about the Fair Plan.

Senate Majority Leader Dean Skelos and Governor Andrew Cuomo applaud the $320 million cut to the MTA payroll tax. Photo: Governor's Office

Looking back on 2011, there was a lot more bad news for New York City transit riders than good news. The Straphangers Campaign released its annual list of the ten best and worst events for subway and bus riders, and topping the “worst of” list are three separate ways that Governor Andrew Cuomo has attacked transit funding.

The news for transit riders wasn’t all bad. Straphangers put the one-year respite from fare hikes at the top of their list (a brief reprieve — the next one is scheduled for 2012). Other highlights include the launch of Select Bus Service on 34th Street, the launch of real-time bus tracking along some routes, and the reopening of the Cortlandt Street R station.

But those improvements and small kindnesses like the launch of the MTA’s 511 phone number or its Weekender site design can’t hold a candle to Cuomo’s $100 million raid on the MTA’s dedicated funding, his $320 million cut to the dedicated MTA payroll tax, or his nonchalant willingness to put three years of the MTA’s capital plan on a giant credit card, which transit riders will be paying off for decades to come. As Straphangers noted, trains and buses are being left in service long after they should have been sent into retirement and breakdowns are increasing.

Here are Straphangers’ two top ten lists in full:

Among the top ten worst New York City transit events in 2011 were:

1. The State swept a net $100 million from dedicated transit operating funds. For the second year in a row, State government diverted money from accounts created to fund mass transit. The cuts add pressure to hike fares and cut service. Legislation to make it harder to raid dedicated transit funds passed both houses of the State legislature, but then was watered down.

2. The NY State Legislature voted exemptions to the MTA payroll tax at an unknown cost to its riders. As The New York Times editorialized:  “Although the Albany leaders say that the state will make up any lost revenue, they have not determined a secure source of financing. Mr. Cuomo needs to make certain that the already cash-starved transportation authority doesn’t suffer. The last thing New York needs is to downgrade the system that gets so many people to and from their jobs.”

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Bus ridership is down in Manhattan, but where Select Bus Service increased speeds on First and Second Avenue, New Yorkers are riding more than ever. Image: NYCDOT/MTA

Want to understand why more Manhattanites don’t ride the bus? Look no further than this year’s Pokey awards, given out annually by the Straphangers Campaign. Manhattan buses, as usual, top the list of the year’s slowest service.

The Pokey this year goes to the M50 crosstown bus, which averaged a mere 3.5 miles per hour at noon (imagine it at rush hour!). The 14 slowest lines are all in Manhattan, with the Bronx’s Bx19, which runs down Southern Boulevard and into Harlem, clocking in as the slowest bus in the other boroughs.

Those glacial speeds explain why Manhattan-wide, bus ridership is down five percent over last year. Some of that decline surely stems from broad economic and demographic trends, but speed clearly matters. Along First and Second Avenues, where Select Bus Service was installed and speeds rose dramatically, ridership jumped up nine percent.

The good news for New Yorkers is that the MTA remains on board with expanding Select Bus Service. “The past year established Select Bus Service as a game changer in New York, with 20 percent faster bus service now on three routes,” MTA spokesman Kevin Ortiz told Transportation Nation’s Jim O’Grady. “We are working with the city to expand the SBS network, bringing faster boarding, dedicated bus lanes and enhanced bus lane enforcement to more and more routes.”

Photo: Sabrina Porter

The Straphangers Campaign and Transportation Alternatives have chosen the winners for their best and worst of New York City Transit photo contest. The top “Good Transit Scene” was “Break of Day ” by Sabrina Porter, while John Wehmeyer took the prize for best “Bad Transit Scene” with “”Reassuring? Not so much!”

Photo: John Wehmeyer

Porter and Wehmeyer will each receive a 30-day MetroCard. Check out honorable mentions here.

“These photos show our transit system at its best — and its worst,” said TA Executive Director Paul Steely White. “It’s time we had more of the former and less of the latter. The winning photos shine a spotlight on the real-world consequences of transit funding cuts and remind us what we stand to lose if nothing is done.”

Not to diminish Wehmeyer’s victory, but White reminds us of another transit tableau that is sure to go down in history as one of the most repulsive of all time:

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The transit photo contest held by the Straphangers Campaign and Transportation Alternatives has moved into the final round. Five finalists have been selected for the photo that most captures New York City’s transit system at its best, and five have been chosen to represent the system at its worst. You can vote for your favorite here.

The winning photographers will each receive a free monthly MetroCard, while the winning photographs will be used in an ad campaign making the case for better transit, so choose carefully.

Not to influence your vote or anything, but I voted for the two photographs above. In the “best of transit” category, I thought this shot of light streaming onto a subway was just beautifully composed, though the image of three boys showing off for the camera best represents my favorite moments on the train. In the “worst of,” I had to vote for the picture of sludge piled up at the Canal Street station; that station is right next to Streetsblog HQ, so that pick was personal. Let us know in comments which you voted for.

Be sure to check out the full photo galleries as well. Some of the best photos in each category didn’t make it into the final round at all, and they’re well worth a look.

This gorgeous photograph of the Beverley Road subway station in full bloom, brought to our attention by Brownstoner, somehow manages to make peeling paint look beautiful. Photo: flatbushnelson via Flickr

We often describe the importance of transit in numbers, like the fact that 54 percent of New York City households don’t even own a car. But even the most convincing stats can get a little dry. To help capture what the subways and buses mean to a city where the transit system is the closest thing to a shared experience for eight million people, the Straphangers Campaign and Transportation Alternatives are launching a photography contest. A picture is worth a thousand words, after all.

The contest will feature two categories: the things we love about transit — only-in-New York juxtapositions, for instance, or the system’s speed and ease — and the problems that make us fed up with the MTA. The winners will be featured in an ad campaign intended to make the case for better transit, said Straphangers Campaign Coordinator Cate Contino, while photos showing specific problems, like the mysterious dripping at certain subway stations or the shuttered bus stop a community once depended on, will be sent along to the MTA in the hopes of resolving the issues.

“We know that the MTA has been forced to make some really tough choices,” said Contino, explaining the goal of the ‘bad transit scene’ category. “We want to capture these declines that we’re seeing mostly anecdotally.”

The winners will each receive a 30-day unlimited MetroCard. To enter, submit your photos at straphangers.org by June 10.

If state legislators don't act to undo the outcome of today's MTA Board meeting, it would mark the second straight year that fares have gone up, which is already a departure from the norm. And it's going to get worse, say Gene Russianoff and the Straphangers Campaign:

Without new financial help from Albany soon, the MTA says its current bad finances may mean another fare hike in 2010.

That would make it three years in a row for fare increases -- March 2008, June 2009 and early 2010 -- the worst record in the MTA's 40-plus year history.

It demonstrates a trend of shifting the costs of operating transit from some beneficiaries of the subways and buses -- such as motorists and businesses -- onto riders.  For example, the riders' share of operating costs for the subways will go from 69% to an astonishing 84%, according to the MTA, if the just-approved fare increases are implemented.

Under the plan proposed by former MTA chairman Richard Ravitch, no new fare hike would occur before 2011.

Meanwhile, the excuses for inaction are pouring in. GOP State Senator Marty Golden, a Brooklyn rep who never broke ranks to support the Ravitch plan, sent around a press release blaming the state's top Democrats for "closing the doors completely to Republicans." Senate Minority Leader Dean Skelos excused his party's monolithic opposition to the transit rescue effort in much the same way, and added that the MTA was asking for a "blank check" by seeking to fund its five-year capital program. As Liz Benjamin notes, that's exactly what the Fare Hike Four and Senate Dems have been saying.

It's a patently false claim. Any plan is subject to oversight and approval by the Capital Program Review Board. The leaders of the State Senate and the Assembly each appoint one voting member to the CPRB, as do the mayor and the governor. Any of the four voting members can veto the whole thing. Said Russianoff: "If they appropriated the money, they would still have power over how it's spent."

The Daily News published an op-ed today that highlights the broad coalition of labor unions, business interests, good government groups, transportation advocates and neighborhood activists who want Albany to adopt the Ravitch Commission's MTA rescue plan.

Yesterday the coalition sent this letter [PDF] to every member of the state legislature. Notably, three of the state's biggest unions -- the AFL-CIO, Service Employees International, and United Federation of Teachers -- have signed on. These labor groups were not part of the coalition that fought for congestion pricing last year, but on this issue, they are firmly on board. On this issue, they're united with the same business leaders whom they're fighting against when it comes to the proposed millionaire's tax. Unlike the State Senate, these leaders grasp the implications of sharply hiking fares while drastically cutting service. They don't want to risk the region's future by letting the transit system fall apart. They do want a plan that provides a long-term answer, and that includes bridge tolls. Here's their full letter:

Dear Legislator:

We represent the citizens of New York who depend upon a safe, clean and reliable public transportation system. We represent the working class New Yorkers -- many of whom do not own automobiles -- who depend upon an affordable public transportation system to get to their jobs, to their schools and to their health care providers. We represent the employers of the region that recognize that a well functioning subway, bus and commuter rail network is the prerequisite for continued economic growth and is what sets New York apart from the rest of the country. We represent the hard-working building trades and construction workers responsible for New York’s skyline that are dependent upon public sector projects to put food on the table during these hard times. And we represent those that care about reducing the asthma rates of children in disproportionately impacted communities throughout the city and about making this city a whole lot greener, more equitable and a little bit more livable.

We represent your constituents, and we are calling on you to act and adopt a comprehensive, long term funding plan for the Metropolitan Transportation Authority. It must be a plan that provides for affordable fares, expanded service and long term capital investment. And it must be adopted now -- before the Authority is forced to raise fares and tolls by as much as 30 percent, while at the same time drastically reducing service across the system.

The New York Legislature has had long enough to act. This issue is no surprise to those that have been paying attention. Almost a year ago, Governor Paterson called on Richard Ravitch to head a Commission to review options for comprehensively addressing the MTA’s operating and capital funding needs. This Commission represented business, labor, environmental advocates and everyday straphangers. And the proposal that the Commission put forward has the broad-based support of all of these constituencies -- your constituencies. It is a proposal that is fair, balanced and comprehensive. It relies on transit riders, motorists and the employers that benefit from the system to all participate in the solution for saving the system.

The headlines this morning were sobering for everyone who depends on New York City's transit system. Half-baked alternatives to the Ravitch plan are popping up left and right as bridge toll opponents dig in their heels, despite the whopping service cuts and fare hikes that loom for their constituents. With Senate Majority Leader Malcolm Smith bringing talks to a standstill, Streetsblog asked Gene Russianoff, senior lawyer for the Straphangers Campaign and veteran of many a fight over MTA financing, about what comes next.

Smith's latest gambit -- calling the MTA's March 25 deadline into question -- carries a lot of risk. "The deadline seems real to us," said Russianoff, noting that there may be some wiggle room, but not much. "The concern would be if the legislators say, 'We can wait a while.' That's a recipe for inaction."

There's been some speculation that the Ravitch proposals might get folded into the state budget, but that would face similar political hurdles to a stand-alone rescue package. All 30 Republican state senators are expected to vote against the budget, said Russianoff, meaning Democrats will have to vote as a single, 32-member bloc to gain passage.

If the Gang of Three and other Democratic obstructionists fail to realize that their constituents need a well-funded transit system much more than free bridges, there is a potential solution that might garner support from elements of both parties. "One thing with promise is to do the highway and bridge program at the same time as MTA financing," said Russianoff. "That gives Republican senators a reason to vote positively on the bill." The state's highway and bridge program faces its own funding shortfall, and like the MTA, it needs new revenue streams. Some of the bridge toll alternatives that pols are floating -- such as higher gas taxes and vehicle registration fees -- make more political sense as revenue for a road program, because, Russianoff says, "the highway people think it's theirs."