Ny Mta Chairman Joe Lhota
Tuesday, November 13, 2012
By Jim O'Grady
(New York, NY - WNYC) Cars can now use one of the two tubes of the Hugh Carey Tunnel, formerly the Brooklyn-Battery Tunnel, in New York.
Governor Andrew Cuomo, who held a press conference at the mouth of the tunnel with NY MTA chief Joe Lhota and US Transportation Secretary Ray LaHood, said crews have worked around the clock to repair Sandy damage.
"When you saw this tunnel just a week ago, it was filled with water floor to ceiling," he recalled. "It defied belief, what was in this tunnel. And now 15 days later, one of the tubes will open."
Cuomo said both tubes of the 1.7 mile tunnel--the longest vehicular under-river crossing in North America--were flooded with 43 million gallons of debris-laden seawater that damaged electrical, lighting, communications, surveillance and ventilation systems.
The eastern tube -- the one usually dedicated to vehicles traveling from Brooklyn to Lower Manhattan -- is now open to Brooklyn-bound cars and buses for the evening commute from 3 pm to 7. Friday morning, it will be open for Manhattan-bound traffic during the morning rush between 6 and 10. No trucks are allowed for now.
The governor said the western tunnel suffered worse damage and will not be open for another "few weeks." With both tubes in operation, the tunnel normally carries 50,000 vehicles on an average weekday.
Cuomo is asking the federal government for $30 billion in disaster aid, including $3.5 billion to repair the metropolitan area's bridges, tunnels and subway and commuter rail lines. That request is pending. In the meantime, Transportation Secretary Ray LaHood is pitching in with $10 million from the highway trust fund.
At the press conference, LaHood explained: "I’m here because the president has said to us, 'Get to New York. Do what you can, when you can do it, as often as you can do it. Take your cues form the governor.'" He said the $10 million request was approved in two hours, before implying that President Obama will come bearing many more relief funds when he visits New York on Thursday.
When a reporter asked the governor whether the U.S. Department of Transportation could cover the whole price tag for the state's recovery from Sandy, Cuomo deadpanned to LaHood, "You don’t have $30 billion dollars, do you?" The answer was, no.
Thursday, October 25, 2012
By Jim O'Grady
(New York, NY - WNYC) Joe Lhota, chairman of the NY Metropolitan Transportation Authority, was a guest on The Brian Lehrer Show Thursday, where he predictably resisted prompts to choose between two proposed flavors of subway and bus fare hikes: raising the base fare or the cost of unlimited cards.
"Reporters all want me to say what I want to do one way or the other," he said. "Here's what I want to do: I want to listen to the public." Eight public hearings on the fare and toll hikes will begin on November 7 in Long Island. Lhota said he'll participate in some of the hearings "until the wee hours of the morning," if necessary, to make sure every question has been answered.
(Go here for dates, times and directions to the hearings.)
Less predictably, Lhota held up President Ronald Reagan as an object lesson for Congressional Republicans who would cut mass transit funding. "We cannot be a car-only society," Lhota said, claiming that Reagan, too, "had that vision."
He then praised Reagan for dedicating six cents from an increase to the federal gas tax to mass transit.
"When I go to Washington and I talk to the folks in the majority in the House--and I have to deal with all of the Republicans, as well as the young Republicans who are part of The Tea Party movement--I'm constantly reminding them that the best and biggest supporter of mass transit in the 20th Century was Ronald Reagan," Lhota said.
Lhota also talked about Hurricane Sandy, which is expected to hit New York City on Monday. He said he'd already taken two conference calls to discuss preparations like "sandbags and getting buses to higher ground." But he didn't think he would have to shut down New York's subway and bus system, an unprecedented move that the authority took last year in advance of Hurricane Irene.
Listen to the entire interview:
Wednesday, September 12, 2012
By Jim O'Grady
(New York, NY - WNYC) NY Metropolitan Transportation Authority Chairman Joe Lhota wants to either take away or reduce the bonus money from subway and bus riders who use pay-per-ride Metrocards. Right now, riders get a 7 percent bonus when they put $10 or more on a Metrocard. Lhota says he’ll propose cutting the bonus as part of the transit agency’s effort to raise the $450 million needed to balance its budget next year.
"The stated fare price is $2.25 cents, and the average revenue we receive per rider is $1.63," he said. "It shows the depth of our discount system that goes on, and I think we really need to have a discussion of, 'Do we need a discount that deep?'"
Lhota says he'll formally propose the change next month. If the NY MTA Board approves the plan, which would be subject to public hearings in November, the bonus could be gone by March. That's also when fare and toll hikes of about 7 percent are scheduled to kick in.
For every $10 a rider adds to a Metrocard, the card comes out with $10.70, which brings down the cost of a subway or bus ride from $2.25 per trip to $2.10.
Gene Russianoff of the Straphangers Campaign, a transit watchdog group, said he opposes the idea of cutting the bonus because they're designed to help those with lower incomes. "It's accessible to poor people," he said. "You don't have to have $104 in your pocket the way you do with a 30-day pass, or $29 a week with the seven-day pass."
It was not hard to find riders at the Spring Street stop of the C / E train who frowned on the proposal. A.T. Miller, a temp worker and photographer from Brooklyn, claimed the bonuses have helped him. "If I'm going to do a gig for somebody and I'm shooting somewhere else, I usually end up using two and three rides and that becomes very expensive," he said. "And that helps out with the little bonuses that they give us for buying a $10 Metrocard."
Lower East Side resident Jasmine Villanueva was more direct: "I think that sucks, 'cause I'm already broke."
NY MTA spokesman Adam Lisberg countered that there's only three ways to raise the $450 million needed by the authority next year:
- Raise the base fare in increments of a quarter. (Raising fares by nickels or dimes adds too much to the cost of collecting fares.)
- Raise weekly and monthly pass prices in dollar increments.
- Reduce or eliminate the bonus for buying multiple rides on a Metrocard.
“It's going to be some combination of those three,” he said, adding an assurance that cutting the bonus will not allow the authority to take in more than an additional $450 million next year.
Lhota unveiled the initiative on Wednesday in a Crain's New York Business talk in Midtown Manhattan. Talking to reporters afterward, he portrayed the bonus as an odd vestige of New York's retail culture.
"It's like this unique New York concept of, you buy 12 bagels, you get 13," he said. "I can't figure out when that started. But we had that same theory going on when you bought tokens. You buy 10, you got one free. So the thought was, if you buy $10, you gotta get something additional for it."
In fact, the NY MTA used a 20 percent bonus in the late 1990s to help entice riders to give up their brass tokens and switch to the then-novel concept of a Metrocard. Over time, the authority reduced that bonus to 15 percent and then the current 7 percent.
Subway ridership dipped after the last bonus reduction and fare hike in 2010--but then rose past previous levels. That's part of why MTA Chairman Joe Lhota doesn't seem worried about reducing the discount, or eliminating it all together.
"There are some people who are basically saying, 'Look, if you don't give the discount, they won't buy a ten dollar card, they'll buy it individually.' I don't buy that, I don't buy it at all," he said. "New Yorkers love convenience."
Pay-per-rides with discounts are the most popular type of fare cards, accounting for more than a third of all Metrocards sold, and more than monthly or weekly passes.
Thursday, June 14, 2012
By Jim O'Grady
(New York, NY -- WNYC) New York Metropolitan Transportation Authority Chairman Joe Lhota told a conference of transportation professionals that the only hope for moving more people under the Hudson River between Manhattan and New Jersey is for the area’s commuter railroads to set aside their traditional enmity and work better together.
His remarks came after a presentation showing rapid growth in New Jersey’s commuter population has maxed out rush hour crossings — both transit and vehicular — and that relief in the form of a proposed Gateway Rail Tunnel won’t arrive until 2025. If it arrives.
Which raised the question: what to do in the meantime?
Lhota tossed out three ideas, each aimed at boosting capacity at Penn Station in Manhattan, the hemisphere’s busiest railroad station and a terminal for New Jersey Transit trains.
He said the station’s 21 platforms should all be made to accommodate 10-car trains, which would mean lengthening some of them. He also said that the railroads using the station—Amtrak, New Jersey Transit and Long Island Rail Road—should do a better job of sharing platform and tunnel space.
Each railroad currently controls a third of the platforms, which sometimes leads to one railroad having too many trains and not enough platforms at the same time another railroad has empty platforms. The railroads also vie with each other for access to tunnels during peak periods. Lhota said capacity would be boosted if dispatchers in the station’s control room could send any train to any platform, and through any tunnel, as they saw fit.
Lhota’s third suggestion was the most ambitious. He said the three railroads—plus the MTA’s Metro-North line, which connects Manhattan to Connecticut and several downstate New York counties—should use each other’s tracks. In other words, trains should flow throughout the region in a way that sends them beyond their historic territory. For example, a train from Long Island could arrive in Penn Station and, instead of sitting idly until its scheduled return trip, move on to New Jersey. That way, trains would spend less time tying up platforms, boosting the station’s capacity.
The practice is called “through-running.” It happens already when NJ Transit trains carry football fans on game day from New Haven, Connecticut, through Penn Station to Secaucus, where passengers transfer to a shuttle that takes them to MetLife Stadium in the Meadowlands.
Lhota says more trains crossing borders would make for a truly regional and efficient system. But first the railroads must cooperate. "Right now, we're as Balkanized as you can possibly imagine,” he said. “We need to find a way to coordinate that."
MTA spokesman Adam Lisberg said running the football train is complicated but shows that cooperation is possible. “Doing just this experiment required agreements among four railroads to coordinate schedules, crews, track, ticketing, revenue and some minor hardware issues,” he said. “So expanding it to full-fledged through-running will take much more.”
Lisberg said the four railroads are conducting a $1.5 million study to look at improving Penn Station’s capacity. “The study is trying to quantify the benefits and the costs of through-running,” he said. One of those costs would be overcoming the railroads’ disparate technologies: Amtrak, Metro-North and NJ Transit use overhead catenary power, while Long Island Rail Road is powered by a third rail.
In an email, Lisberg further weighted the costs and benefits of through-putting. He said a big advantage would be that trains wouldn’t have to stop and turn around in Penn Station, “or use precious tunnel slots to move empty trains into storage yards.”
And he said the existing tracks and platforms under the station “could be reorganized into simple eastbound and westbound tracks and platforms, regardless of which railroad uses them.” Then he added a caveat: “However, it would require lots of capital investment and changes to existing procedures – and we want to know it can be done without affecting on-time performance.”
The Regional Plan Association, which held the conference at which Lhota spoke, and other advocacy groups have expressed support for through-running—at least until Gateway Tunnel gets built. If it gets built.