Skip to content

Posts from the MTA Category

4 Comments

Will DOT Make Safety Upgrades Over Objections of Sheepshead Bay Cranks?

DOT is reportedly going ahead with a plan add pedestrian space and eliminate B36 turns, including one at the intersection where an MTA bus driver killed Eleonora Shulkin last December, indicated by the red arrows. Image: DOT

DOT is reportedly going ahead with a plan to add pedestrian space and eliminate B36 turns, including one at the intersection where an MTA bus driver killed Eleonora Shulkin last December, indicated by the red arrows. Image: DOT

Update: DOT confirmed this project is happening.

DOT intends to go ahead with a project to straighten out a bus route and add pedestrian space in Sheepshead Bay, reports the Brooklyn Daily. DOT had let the project stall after Council Member Chaim Deutsch and Community Board 15 opposed it, but after a bus driver killed a pedestrian in December while performing a turn that would have been eliminated under the plan, the improvements now appear to be moving forward.

The plan was first put forward in 2014, when DOT and the MTA proposed eliminating a winding detour on the B36 bus route between E. 17th Street and E. 14th Street, removing bus turns at intersections that see a lot of collisions. Sheepshead Bay Road would be converted to one-way eastbound between Jerome Avenue and E. 14th Street, and a taxi stand would be installed near the B/Q entrance, where livery cab drivers now park illegally to wait for passengers getting off trains.

The plan would also replace a slip lane on E. 17th Street at Sheepshead Bay Road with space for people, and convert one block of E. 15th Street to a public plaza.

Seventy-four people were injured in crashes within the project area between 2009 and 2013, DOT says, and seven people were killed or seriously injured. A driver killed a pedestrian on Avenue Z at E. 15th Street in 2008, according to DOT.

But DOT shelved the plan after CB 15 and Council Member Chaim Deutsch objected to the street design changes and the proposed E. 15th Street plaza. Deutsch said he was concerned about plaza upkeep, and that bus riders would have to walk a block to transfer between the train and the B36. CB 15 chair Theresa Scavo was okay with the taxi stand but otherwise wanted Sheepshead Bay Road to remain as is. “The problem comes down to enforcement,” Scavo told Streetsblog. “If you have proper enforcement, traffic will move on Sheepshead Bay Road.”

Six months later a bus driver making a left turn killed 62-year-old Eleonora Shulkin at Avenue Z and E. 17th Street, an intersection where bus turns would have been eliminated had the redesign been implemented.

Read more…

28 Comments

Cuomo’s MTA Debt Bomb: How the Pieces Fit Together

NY1’s Zack Fink reports that last week’s Albany budget deal raised the MTA’s debt ceiling to $55 billion (about one-third higher than the previous cap of $41 billion). That’s $14 billion more in potential borrowing that, in all likelihood, straphangers will pay off in the form of higher fares.

The increase in the debt ceiling wasn’t a surprise, since it was included in Andrew Cuomo’s draft budget, but it’s worth taking a quick look at how this fits with the governor’s broader strategy of saddling MTA riders with the burden of paying for the authority’s capital program.

Recall Cuomo’s original bait-and-switch. In October, he agreed to cover $8.3 billion of the MTA’s $26 billion, five-year capital program from “state sources.” Then a few months later he released a budget proposal with no additional state funds for transit, just a notional commitment to pay for the capital program once the MTA’s own resources “have been exhausted.”

With the increase in the MTA’s debt limit, the authority now has $14 billion in new borrowing capacity to exhaust. The point at which the state would have to commit its own resources has been pushed farther into the future. Cuomo will probably be out of office by then. Not his problem.

But for the people who ride MTA trains and buses, especially people whose budgets are stretched tight already, paying off that debt will be a serious problem.

7 Comments

A Car-Free Plaza Is the Key to DOT’s Safety Plan for Myrtle-Wyckoff

wyckoff_myrtle

Reconfiguring this dangerous intersection with a car-free plaza will simplify vehicle movements and reduce the potential for turning drivers to hit pedestrians. Image: DOT

The dangerous intersection of Myrtle Avenue and Wyckoff Avenue at the Bushwick-Ridgewood border is in line for a major DOT redesign this year. The proposal calls for pedestrianizing the block of Wyckoff between Myrtle and Gates to reduce potential motor vehicle turns at the intersection by 70 percent.

Myrtle-Wyckoff is a major transit hub, where the elevated M Train crosses paths with the underground L, and six bus routes converge at the Ridgewood Bus Terminal on Palmetto Street. Since 2009, three pedestrians have been killed at the six-legged intersection — two by MTA bus drivers. Two years ago, hundreds of people gathered there to remember Ella Bandes, who was struck and killed by a bus driver in 2013, and call for safety improvements.

In 2014, the city eliminated five of the 25 potential turns at the intersection, and last year the MTA rerouted the B26 away from the westbound turn from Wyckoff onto Palmetto. With the car-free plaza, the number of turns would fall even more dramatically — bus drivers would make five turns and drivers of personal vehicles would be limited to three turning movements.

According to DOT, three times as many pedestrians as cars pass through the block of the proposed plaza. Making it car-free would allow pedestrians to travel between the train station and bus terminal without having to cross motorized traffic lanes. The proposal also calls for demarcating the bus-only blocks by the bus terminal with red paint, and for converting Wyckoff to a one-way street south of the intersection.

On Tuesday night, about 60 people came to a public workshop hosted by DOT at International School 77 and weighed in on how they want to use the proposed plaza space.

Read more…

34 Comments

The Boom in Subway Ridership Is Waning. Why?

Graph-of-Annual-Changes-in-Subway-Trips,-1993-2015-_-30-March-2016

Transit officials recently reported that 1,763,000,000 subway trips were taken last year, the most since 1948. But the rise in ridership was meager, with only 12 million more trips in 2015 than in 2014. The percentage growth rate was seven-tenths of one percent. Over the same year, employment in New York City rose three times as fast.

Subway ridership boomed over the prior two decades, rising from 1993 through 2014 at an average annual rate of 34 million trips. During 2013 and 2014 the rate of increase was even higher, averaging 48 million a year, or four times last year’s increase. Measured against those benchmarks, ridership last year fell short by around 30 million trips. At the average effective fare of two bucks, which takes into account price breaks like unlimited farecards, transfers, and senior discounts, NYC Transit lost out on $60 million in revenue in 2015 — no small sum.

Employment in the five boroughs rose last year by 87,000 jobs, or 2.1 percent, according to the Bureau of Labor Statistics. If half of the additional workers rode the subway to work, their daily commutes would have added nearly 22 million trips to the system. Alternatively, if subway ridership had simply risen as fast as employment, the gain in ridership last year would have been 36 million.

But actual trips rose by only 12 million. Why so little? Transit officials won’t comment until “official” 2015 figures are in. But here are some factors that, in combination, could have suppressed subway use last year.

Read more…

14 Comments

DOT and MTA Unveil Plan for Select Bus Service on 23rd Street

m23_design

Image: NYC DOT

About 15,000 daily passengers on the M23 will get faster trips starting this fall under the plan from NYC and the MTA for Select Bus Service on 23rd Street. Last night the agencies revealed their preliminary plan for M23 SBS, which calls for bus lanes on most of 23rd Street and off-board fare collection [PDF], to the Manhattan Community Board 5 transportation committee, which voted for it unanimously.

Most M23 passengers board close to the eastern or western edges of Manhattan. The route provides connections to eight subway lines, the PATH train, and 14 other bus routes — but it is currently one of the city’s slowest buses. The two agencies found that M23 buses are stopped in traffic or at a bus stop 51 percent of the time, and are “crawling” at speeds under 2.5 mph another seven percent of the time.

To bypass congestion, the bus lanes will run from Ninth Avenue to Second Avenue on the eastbound side and from midblock between First and Second to Eighth Avenue on the westbound side. DOT expects the lanes to be camera enforced, but buses won’t get priority at traffic signals “due to the complexity of Manhattan’s traffic signal system,” according to an agency spokesperson.

As on other SBS routes, pre-paid fares will speed up the process of boarding at stops. The project would eliminate one redundant local stop — at Fifth Avenue — that is barely 400 feet from the Broadway stop, which will remain.

On most of the street, the bus lanes will be “offset” from the curb, running between a parking lane and a general traffic lane, and in effect from 7 a.m. to 7 p.m. On narrower sections, however, the bus lane will run curbside. The curbside bus lanes will not be in effect from 10 a.m. to 4 p.m. to allow for commercial loading and parking midday.

Read more…

6 Comments

The 30-Second Silent Video That Every MTA Rider Should See

The next time you hear a friend talking about the time their train stayed still for 30 minutes because of signal problems, or the time they waited 45 minutes for a bus then watched four buses pull up simultaneously, or the time they almost got pushed onto the tracks because the platform was so crowded, point them to this video from the Riders Alliance. It’s 30 seconds of truth about Andrew Cuomo.

What the clip lacks in decibels it makes up for in directness. We have a governor who thinks a press conference about wi-fi on buses can substitute for a transit system that meets the demands of a city of 8.5 million residents and growing. Spread the word!

51 Comments

Robert Rodriguez Introduces Toll Reform Bill in State Assembly

Komanoff-pic-_-Move-NY-launch-at-Park-+-125th-_-Robert-Rodriguez-at-podium-_-cropped-_-24-March-2016

Assembly Member Robert Rodriguez announced his toll reform legislation under the train at 125th Street and Park Avenue this morning. Photo: Charles Komanoff

For the first time, a state legislator is sponsoring legislation in Albany to enact the Move NY toll reform plan. By creating a more rational toll system in New York City, the plan would significantly reduce traffic and raise revenue to invest in improving transit.

Assembly Member Robert Rodriguez introduced a bill today, A09633, that would toll the four East River bridges and a cordon across 60th Street in Manhattan while reducing tolls on crossings farther from the city core. Rodriguez represents East Harlem and has agitated for timely completion of phase two of the Second Avenue Subway, which would serve his district.

The new tolls around the Manhattan core would be set at the same rate as the Brooklyn Battery Tunnel and Queens Midtown Tunnel — currently $5.54 with E-ZPass — and would be issued without tollbooths. Taxis and for-hire vehicles would be assessed additional fees per mile when traveling in the area of Manhattan below 110th Street on the West Side and 96th Street on the East Side, but would be exempt from the new tolls.

Creating a consistent price to drive into the Manhattan central business district will cut traffic on and around the East River bridges, where motorists currently get a free ride, with congestion-reducing ripple effects throughout the city’s street network. Additional revenue from the new toll structure would be plowed into fixing up, modernizing, and expanding the New York region’s transit network, and into maintaining the East River bridges.

At a press conference this morning, Rodriguez framed Move NY as a fairer plan than using general state revenue to fill the gap in the MTA capital program. “As legislators, we need to fund the MTA capital plan,” he said. “And we will, but we don’t have to do it solely on the back of taxpayers who don’t have to use the system.”

Under the legislation, additional revenue would be divvied up among a few agencies and authorities, with most of it being bonded against and allocated to the MTA:

Read more…

3 Comments

Transit Riders: The MTA Can’t Run on Cuomo’s IOUs

Riders Alliance organizer Masha Burina speaking outside the Bowling Green subway station this morning. Photo: David Meyer

Straphangers can’t pay the MTA with an IOU, so why should Governor Andrew Cuomo get away with it?

That’s the message Riders Alliance members brought to the MTA board meeting this morning. After trying and failing to swipe into the Bowling Green subway station with a giant “IOU” Metrocard, the group proceeded to MTA headquarters.

In October, Cuomo committed to contribute $7.3 billion to the MTA’s five-year capital program on top of $1 billion provided in last year’s budget. This year’s budget, however, includes zero dollars for the capital plan (but somehow musters $3.4 billion for roads). Instead, Cuomo’s proposal makes a vague gesture to provide that money sometime in the future — once the MTA has exhausted all other funding sources.

“The machine wouldn’t take it, the agent wouldn’t take, and the turnstile wouldn’t take it,” Riders Alliance member Macartney Morris told the board. “If I can’t use an IOU, Governor Cuomo shouldn’t either.”

Gene Russianoff of the Straphangers’ Campaign called Cuomo’s funding scheme “magical” and questioned the sincerity of the governor’s commitment. “It’s like in one of those fairy tales, you know, ‘I’ll give you the money, but first go pick up a clover, and then some blonde hair, and then magic potion,’” he said. “Only for you, the MTA, it’s, ‘First go out and spend $100 million, and then buy a big building — two big buildings, three big buildings — sell them, then go charge your customers $6 billion.’ This is not a good IOU for you or the public.”

Read more…

12 Comments

Cuomo’s Capital Budget: $3,400,000,000 for Roads, $0 for MTA

Here’s something NYC representatives should be screaming about in Albany: Governor Cuomo’s budget allocates more than $3 billion to roads and bridges but nothing to the MTA’s capital program, according to an analysis released today by the Riders Alliance. The discrepancy amounts to a gigantic transfer of resources from the New York City region to the statewide road program.

When Cuomo announced a few months ago that the state would commit $8.3 billion to the MTA’s five-year capital program, upstate representatives started howling about “parity” between funding for roads and bridges and funding for NYC transit. They saw the MTA getting a slice of state funds, and they wanted a cut for their districts.

But once the governor revealed his executive budget, the disparity actually ran in the other direction: Billions in direct subsidies were slated for roads and bridges, and no state money had been set aside for the MTA this year.

There’s no public policy rationale for transportation funding “parity” — just a political tradition of divvying up state resources in a manner that can garner a majority of votes in the state legislature. Viewing Cuomo’s budget proposal in that light, why should New York City’s assembly members and state senators vote for a spending plan that blatantly swindles their constituents?

Over the full five-year capital plan for roads and bridges, Cuomo is planning for $11.9 billion in direct state funding for the Department of Transportation, plus $2 billion in subsidies for the Thruway Authority, according to the Riders Alliance. By contrast, Cuomo has only spent $1 billion on the MTA’s five-year capital program. While the governor promised $7.3 billion in additional support, his budget delays that contribution indefinitely, essentially letting Cuomo avoid funding the MTA for as long as he remains in office.

And while the NYC region pays for a sizable share of the MTA capital plan — $11 billion — out of its own collective pocket through fares, tolls, and dedicated regional taxes, none of the state DOT’s capital funds come from local, dedicated revenue streams, the Riders Alliance reports. If the state continues to leave the MTA capital plan unfunded, subway and bus riders will end up shouldering more of the burden through higher fares.

This current budget proposal shows the huge imbalance created by Cuomo’s big dodge on MTA funding. Unless Assembly Speaker Carl Heastie and NYC’s representatives change the governor’s budget, roads will get $3.4 billion in direct state subsidies plus $200 million in bank settlement funds, and New York City transit will get zilch.

7 Comments

36 Assembly Members to Cuomo: Stop Playing Games and Fund the MTA

Andrew Cuomo wants New Yorkers to think he’s taken care of the multi-billion dollar funding shortfall for the MTA capital program, even though his new budget allocates no new funds for the MTA. Well, 36 members of the Assembly aren’t buying it.

In a letter to Cuomo, Brooklyn Assembly Member Jim Brennan called on the governor to commit $1.825 billion annually over the next four years to the MTA. This would cover the $7.3 billion gap that remains in the capital program, the five-year package of critical maintenance projects and upgrades for the region’s transit system. Another 35 members of the Assembly have signed on to the letter.

In October, Cuomo and Mayor Bill de Blasio reached an agreement in which the city would contribute $2.5 billion and the state $8.3 billion to the capital plan. The state had already allocated $1 billion of its share in previous budgets, but Cuomo’s proposed FY 2017 budget does not allocate any additional funding. Instead, it says the state will follow-through on its commitment to the capital plan only when the MTA has exhausted all other sources of funding, including loans.

Transit advocates and budget watchdogs pointed out that Cuomo was not making a real commitment, and that his stalling tactics could lead to excessive borrowing or a slowdown of necessary work on the capital program.

Read more…