Wnyc New York City
Wednesday, March 27, 2013
UPDATED 4:50 p.m.: Google Maps now publishes real-time data for the NYC subway. Not for all subway lines, but it's another step in the march of technological progress that transit advocates hope will make more people ride the subway, and enjoy the journey more too. Salt Lake City was added to Google Maps today as well.
The NY MTA had previously released the data on its website, smartphone apps and through publicly available data for other people to use for making apps. Now the two main transit routing websites have both integrated the real time information, so a passenger, or prospective passenger, can see exactly which train is coming when -- not just when it is scheduled to arrive -- and if they happen to have a choice between the two lines with real-time data, they can even compare departure times and choose the line accordingly. Or more conveniently have Google Maps routing functions do the choosing.
That increases trip and trip planning efficiency and just as important, knowing the departure times reliably can also increase perceptions of efficiency, which makes people more likely to choose transit over other modes according to a 2011 study from the University of Chicago, which makes this point with charming academic-ease:
"The provision of real-time transit information might serve as an intervention to break current transit nonusers’ travel habits and in consequence increase the mode share of transit use. Moreover, the results of this study suggest that real-time transit information may be more successful in increasing transit ridership if combined with facilitating programs that enhance commuters’ opportunities to be exposed to such systems before using them."
Like Google Maps. Or HopStop, or other transit routing that can integrate this data.
Google first added real time data in six cities in 2011. Google spokesperson Sierra Lovelace said, as of today, Google transit routing is now in 800 cities. Real-time data is only available in the handful of those where the local transit agencies make the data available, including Boston, Honolulu, San Francisco, London, Madrid, Torino, Italy, and as of today, New York City and Salt Lake City. "While it's not all 800, it is many, and we're always looking to expanded that offering," she said.
Lovelace says there are one billion monthly unique users of Google Maps (including Google Earth and all map services), half of them on smart phones. While Google didn't have a breakdown of the data by city or by feature, there is certain to be a sizable audience that now has access to NYC's real-time data through a platform they already check regularly.
Note the "real departure times" below the times in the screengrab above, as TN reader Steve Vance and Chicago transportation writer, points out, that line is what indicates the difference between real-time and scheduled arrival and departure times.
The NYC subway only releases real-time data on seven of roughly 25 lines (depending on if you count the shuttles and the temporary H train). For now it's only on the 1, 2, 3, 4, 5, 6 and 42nd Street Shuttle lines. The other lines have a different switching system which does not produce real-time data in a way that can be exported. There is no timetable for upgrading the rest of the system.
H/T Second Ave Sagas
Friday, March 22, 2013
From our friends at WNYC's Money Talking.
For years, politicians have called for the nation to end its dependence on foreign oil. That time could be fast approaching.
This week, the Energy Information Administration forecast that the U.S. is expected to produce more oil than it imports for the first time since 1995. Most of the increase will come from shale fields in North Dakota and Texas.
This week on Money Talking, regular contributors Rana Foroohar ofTime magazine and Joe Nocera of the New York Times join WNYC's Business Editor Charlie Herman to assess just how the nation is becoming more energy independent and what it means for the economy. Also, with the U.S. consuming less foreign oil and other countries like China picking up the slack, how will that change global alliances.
Friday, March 22, 2013
(New York, NY -- Stephen Nessen, Schoolbook/WNYC) New York City school bus workers are expected to have their pay slashed and benefits cut, starting April 15. Both Michael Cordiello, president of the union local representing some of the drivers and aides, and Jeffrey Pollack, a lawyer representing the school bus operators, confirmed the wage cuts. They also said contract talks were suspended.
This follows a tumultuous winter for the school bus industry, which included a month-long strike starting on Jan. 16. Some 8,000 bus drivers and aides walked off the job over the loss of job protections, known as EPPs. Mayor Michael Bloomberg said a court ruling prohibited the city from including the protections in future contracts. And it was followed by an ignominious suspension of the strike when Local 1181 of the Amalgamated Transit Union realized it could not convince the Bloomberg administration to step in.
Continue reading the story on Schoolbook.
Monday, March 11, 2013
By Jim O'Grady
(New York, WNYC) Before Sandy, every A train trip between the Rockaway peninsula and the rest of New York City began and ended with a crossing of Jamaica Bay. The train moved along a piece of land so thin that, from inside the train, it appears to skim atop the water. But for months, that 3.6 mile railroad bridge has been out, doubling commutes for Rockaways residents and further adding to the sense of deprivation brought on by Sandy.
On October 29, Sandy's storm surge overwhelmed that thread of connection. When the waters receded, the A train's foundation was gone, removing a major transit link from the peninsula's 130,000 residents.
One of those residents is senior producer of The Takeaway, Jen Poyant. She moved to the Rockaways a few years ago for a relatively affordable beach home -- far from Manhattan, but still, a direct shot on the A train. Water filled Poyant's basement, and came within a foot of flooding her first floor. For a month, she and her family couldn't return home. When she finally got back, she was overjoyed, but the daily trip to work can feel overwhelming -- like a little bit of work squeezed between commutes.
The direct train ride has become an odyssey from a slow-moving crowded bus to the train miles into the mainland. Sometimes, fellow commuters told Poyant, it takes all night to get home from Manhattan.
The MTA says its aware of the frustrating commute, but can't promise relief until summer.
MTA executive director Tom Prendergast described the result to New York's City Council: "An entire bridge and critical subway line serving the Rockaways was destroyed."
With the A train out, the MTA put subway cars on a truck, drove them to the peninsula and lifted them by crane onto tracks that serve six stops at the end of the line. The H train now runs for free from mid-peninsula at Beach 90th Street to the eastern end of the Rockaways. Bus service has also been increased.
But these are temporary measures. The list of needed repairs to the A train is extensive, and the going is slow. "We had to build out the shoulders on the east and west sides of the track, where you saw the washouts occur," Prendergast said. "We've had to replace damaged and missing third rail protection boards and insulators. We've had to replace signal power and communications equipment, which is ongoing." And damage to the Broad Channel subway station has not yet been fully repaired.
The MTA has patched and reinforced the land bridge where Sandy took large bites from it. But crews are still laboriously laying track and rebuilding the signal system from scratch — both on the railbed crossing Jamaica Bay and on the west end of the peninsula.
In the meantime, the MTA says it'll keep increasing service on the Q53 line, using old buses that have been held back from retirement. Those buses are jammed with riders every weekday rush hour as they make their way over the Cross Bay Bridge. More buses are coming in April.
The A train is expected back no earlier than late June.
Tuesday, February 05, 2013
(New Tech City - WNYC) New York City's Taxi and Limousine Commission is starting a one-year pilot program February 15 that will bring e-hails to Manhattan for the first time.
Ki Mae Heussner is a staff writer at GigaOm who has reported on smartphone apps that people can use to hail taxi cabs.
"Half the cabs going around the city don't have passengers in them and investors have put millions of dollars into this space because they think they can make a lot of money by better pairing drivers and passengers," Heussner told New Tech City host Manoush Zomorodi.
Read the fine print of NYC's e-hail resolution here.
Tuesday, February 05, 2013
(Alec Hamilton-WNYC News) U.S. Secretary of Transportation Ray LaHood says area transit agencies should be able to be ready to withstand future storms.
"Nobody's sitting around,” LaHood told WNYC's Soterios Johnson. "There's a sense of urgency about getting this done, getting it done the right way, making sure that it's done correctly -- and making sure that it's done in a way that will withhold the kind of storm that hit the region during Sandy."
On Monday the Federal Transit Administration said it would start releasing $2 billion of the $10.9 billion in transit aid voted into law last week.
New Jersey has requested $1.2 billion of that aid, New York close to $5 billion. Neither agency has released a complete breakdown of how those funds would be spent.
Wednesday, January 30, 2013
By Kate Hinds
New York's Grand Central Terminal turns 100 this year. But when it opened, "it was neither grand nor central," said writer Sam Roberts, the author of Grand Central: How a Train Station Transformed America. He talked about the origins of the iconic transit hub on Wednesday's Leonard Lopate Show -- and how it wound up transforming Midtown, spurring the growth of the suburbs, and even contributing to westward expansion.
But its origins were rooted in Cornelius Vanderbilt's competitive streak, said Roberts. The man known as "The Commodore" had taken control of the New York Central Railroad ("ruthlessly," said Roberts, "in the way robber-barons did in that day"). Meanwhile, Penn Station was being built on the other side of town by the rival Pennsylvania Railroad company, and the Vanderbilts "wanted to say 'we have the best and biggest railroad terminal in the world,'" said Roberts.
"They didn't own the land, but they did own the New York State Legislature," he added, "which made it a lot easier."
Friday, January 25, 2013
(Beth Fertig - New York, SchoolBook) A day after New York City said it would pay car companies directly to transport eligible children with special needs to school, parents and teachers say the system, like so much else related to school bus strike, has presented challenges.
“They have to go up to the school to get this voucher form that they have to fill out but now when they call the cab companies in their various neighborhoods the cab companies don’t know anything about it,” said Joseph Williams, president of the Citywide District 75 Council and the father of a son with autism.
The Department of Education announced Wednesday an arrangement with the Taxi and Limousine Commission that allows some families of children with disabilities to avoid having to pay first for car service and then wait for reimbursement. The D.O.E. said it would pay the car services, to ease the hardship for families during the school bus strike
The problem, many families say, is that the car services don’t know about the new payment system.
D.O.E. spokeswoman Marge Feinberg said the T.L.C. lined up the participating livery car companies, which is why families are supposed to fill out a form at school, or at their local committee on special education, to obtain a taxi voucher. They’re then given the name of approved vendors.
But Williams said he heard complaints from two different parents Thursday that word had not spread to the car companies. So he called a couple himself to see what was happening.
“I spoke to the dispatcher, ‘Do you know anything about it?’ I spoke to his boss and he said he hadn’t heard anything about it. And this was two car companies in Brooklyn,” he said, adding that he alerted the superintendent of District 75, which serves thousands of severely disabled students who normally depend on the yellow buses.
Beth Brady, a special education teacher at a District 75 middle school in Washington Heights, P138M, said she has a class of 12 students, most of whom use wheelchairs. But she said only one of them has been making it to school since the strike began because he’s ambulatory and lives closer to the school than the others.
“I was making a lot of phone calls today to share that information with them” she said, of the free taxi vouchers for lower income families. “They were asking which companies take the vouchers and we don’t have a list of that. So we’re still working on what cabs and limos would even take the vouchers. That’s a missing piece.”
Brady also said many parents can’t afford to take time away from work to accompany their children to and from school by either mass transit or a taxi. Her students come from both Manhattan and the Bronx.
Free Yellow Cabs for Children in Wheelchairs
Meanwhile, an umbrella group for some of the small yellow cab companies is offering free wheelchair accessible taxis to disabled children during the strike.
Mark Longo, information director for Taxi Club Management, said: “I’m probably getting somewhere in the neighborhood of 20 to 30 phone calls every hour” from families looking for transportation help.
Longo said Taxi Club Management has about 130 of the city’s 233 wheelchair accessible yellow cabs among its fleets, and that C.E.O. Gene Friedman felt strongly about wanting to help the city’s students.
Longo said families should contact him via email to make arrangements in advance at firstname.lastname@example.org or call the city’s Accessible Dispatch Service, (646) 599-9999.
However, he said, Taxi Club Management doesn’t have enough cars to meet the demand and services can’t be provided outside the five boroughs. He said he is working to line up alternatives.
Transportation is especially complicated for children with the most serious disabilities because they often travel far from home to get appropriate services.
Michelle Noris’s nine year-old son, Abraham, attends the Henry Viscardi School on Long Island because he has cerebral palsy and a movement disorder called chorea. He has epileptic seizures and uses a wheelchair to get around, and a feeding tube for nourishment. The fourth grader has been taking a small wheelchair-accessible bus to school since first grade, with three other children and a matron.
Now, Noris said, she and her husband are splitting transportation duties each morning, taking Abraham to Long Island in their minivan and getting their other child to his neighborhood elementary school. She said they’re reimbursed 55 cents for every mile they travel with Abraham in their car which means return trips aren’t covered.
“It’s a 19.1 mile trip each way,” she explained. “We do it twice a day. So that works out to about $21 a day in reimbursement which just about covers the gasoline.”
These trips consume four hours each day, and since she’s paid by the hour as a professional engineer that means she’s making less money.
“They’ve offered that they would pay for car service but again, the car service they only pay while he’s in the car and of course we have to go with him, no one lets a nine-year-old child into a car service,” she said. “So that would be even more difficult financially because then I would be in Albertson, Long Island, and how would I get home?”
Noris and other families worry about the children with special needs who aren’t making it to school because of these complications. In addition to lost school time, many are also missing out on related services such as speech and occupational therapy.
Waiting on the Labor Board
The city is trying to get more school buses on the road by encouraging companies that employ drivers who aren’t striking to take a CPR course and four-hour training program. This way, they can cover for striking escorts.
Some of those bus companies employ escorts in the striking union, Local 1181 of the Amalgamated Transit Union.
Other bus companies are picking up more students than normal. And some are training replacement workers.
Meanwhile, the head of the National Labor Relations Board’s regional office, James Paulsen, said he has finished his investigation of the bus companies’ complaints against Local 1181 and their request for an injunction to stop the strike. But Paulsen said he could not make his recommendations public. They were sent to the NLRB’s Division of Advice in Washington, D.C., where lawyers will consider the matter.
A decision is likely next week, he said.
If the NLRB sides with the bus companies, it will go to federal district court in Brooklyn to seek an injunction.
Beth Fertig is a senior reporter at WNYC. Follow her on Twitter.
Wednesday, January 23, 2013
(WNYC Newsroom) After a recent surge of subway fatalities and injuries, Manhattan Borough President Scott Stringer is calling on the MTA to launch a probe into subway safety.
He's pushing for MTA Inspector General Barry Kluger to conduct an in-depth audit of platform accidents.
Stringer says there were 55 subway deaths last year, but there's been an alarming recent spate of death.
By having the inspector general look at the issue, Stringer says, he’s hoping some creative solutions can be found. He thinks everything from sliding doors to new signage should be considered.
In December, two people were pushed to their death on the subway tracks. In recent weeks, one man fell to his death while between subway cars and on Tuesday a man was killed when he jumped into the path of a subway in Times Square.
James Vacca, City Council Transportation Committee chairman, also says he plans to hold hearings on the issue of subway safety.
Stringer is planning a bid for City Comptroller.
Tuesday, January 22, 2013
Governor Andrew Cuomo is offering more details on how he'd like to spend federal Sandy recovery funds -- even though Congress hasn't yet passed the legislation. When he unveiled his $142 billion budget Tuesday, Cuomo laid out how the state will allocate a hoped-for $30 billion in aid, including:
- $2 billion for replacement or mitigation of 2,000 miles of highway
- $6 billion for mitigation for MTA and Port Authority, including vent covers, tunnel bladders and pumping capacity to protect transit tunnels.
- $159 million for coastal mitigation – $34 million to repair Fire Island inlet and $125 for “soft barriers” like dunes on beaches
- $2 billion to harden energy utilities
Read Anna Sale's story at WNYC.
NY’s South Ferry Station Closed for Foreseeable Future (link)
As PATH Resumes after Sandy, Questions Remain about Agency, Flood Plans (link)
Totaling Sandy Losses: How New York’s MTA Got to $5 Billion (link)
Transit in NYC Suffers “Worst Devastation Ever” (link)
Monday, January 14, 2013
Even with smartphone maps, a waffle iron street grid and numbered streets in most of Manhattan, too many pedestrians are getting lost in New York City according to the NYC Department of Transportation. The solution, or part of it, will begin rolling out in March: maps. Lots of them. Designed just for pedestrians to be placed on sidewalks and eventually on bike share stations all around the five boroughs.
"We have a great system of signage for cars, but we don't have a good system of signage for people," said Jeanette Sadik-Khan, NYC's Transportation Commissioner. (Earlier this week she unveiled newly designed, and less cluttered, parking signs). Starting in March, New York City will install 150 'wayfinding' signs on sidewalks in Manhattan, Brooklyn and Queens as part of a citywide system that will roll out in phases at a cost of $6 million, most of it borne by the federal government, the rest by local business improvement districts.*
The sidewalk signage will show pedestrians where they are and which way they are facing -- a study last year found that many New Yorkers couldn't point to north when asked. Transit, local attractions, and businesses are placed on a large map of the local street grid with circles indicating where you can reach with a five minute walk, and how long it will take to get to other attractions. Like countdown clocks in subways, knowing the time and effort involved in a trip can make it more appealing. The signs, the DOT hopes, will encourage more walking.
"We're very excited about it and think it will be a big boon, not only for visitors ... but also for business." A slowly ambling customer visiting a new neighborhood, or a new route, is much more likely to check out a new shop than a driver is to stop, park, and peek in.
"New York is a perfect place to have a wayfinding system because nearly one third of all trips are made by foot," Sadik-Khan said. A little encouragement to walk could be a tipping point to leave the car at home, she says, pointing out that a quarter of all car trips in NYC are less than a mile, a distance people could walk.
The signs will roll out in Chinatown, Midtown Manhattan, Long Island City, Prospect Heights and Crown Heights. "These are heavily foot trafficked areas," she says. "The lessons that we learn there... will help us as we build a bigger system citywide."
When bike share stations are installed in May, they will include these maps. That would add several hundred more pedestrian maps in many new neighborhoods.
Here's a full length sample:
*An earlier version of this post stated that the majority of the cost of the project would be borne by business improvement districts.
Wednesday, January 09, 2013
New York Governor Andrew Cuomo wants to flood-proof the NYC subway system using inflatable bladders, roll down gates and new pumps.
He wants to install a statewide network of electric car charging stations.
Those were some of the ideas advanced in his annual State of the State speech and accompanying 300 page book detailing his agenda for 2013.
The books cover shows a new Tappan Zee bridge rising over a flood-ravaged home, with the capitol building in New York as the connecting image. Get it?
We've pulled out some of the parts related to transportation and infrastructure for you. Most of them fall under the heading of Sandy rebuilding and storm resilience.
Here some bullet points (not including the Adirondack Whitewater rafting challenge.)
Page 233: "Take Immediate Steps to Protect Transportation Systems Against Future Storm Events
"New York State’s transportation infrastructure encompasses a vast network of Interstates, state highways, local roads, public transit systems, waterways, bike networks, and walking facilities. Our transportation systems link to airports and marine ports that connect New York to the rest of the country and the world. Downstate, New York City boasts the most comprehensive and complex transportation network in the country that supports a region of national and global significance. Overall, the State’s transportation infrastructure is vital to the health of our economy, environment, and well-being.
"Recent severe events, such as Superstorm Sandy, Tropical Storm Lee, Hurricane Irene and the 2010 snowstorm, have revealed vulnerabilities in our transportation infrastructure. Much of it is aging and susceptible to damage from extreme weather events or seismic threats, and many facilities, such as tunnels and airports, have been built in locations that are increasingly at risk of flooding. Steps must be taken to make the State’s transportation infrastructure more resilient to future severe events. To protect and maintain our economy, mobility and public safety, Governor Cuomo has sought federal support to repair and mitigate our transportation systems to better withstand future threats.
"The following measures should be taken to make our transportation systems stronger in the face of future storms. With federal assistance, these measures can and will be taken by the MTA and other State agencies and authorities to harden our transportation systems against future threats:
- Flood-proof subways and bus depots with vertical roll-down doors, vent closures, inflatable bladders, and upsized fixed pumps (with back-up power sources);
- Mitigate scour on road and rail bridges with strategically placed riprap and other steps;
- Replace metal culverts with concrete on roads in flood-prone areas;
- Providing elevated or submersible pump control panels, pump feeders, and tide gates to address flooding at vulnerable airports;
- Install reverse flow tide gates to prevent flooding of docks, berths, terminal facilities, and connecting road and rail freight systems, and harden or elevate communication and electrical power infrastructure that services port facilities; and
- Upgrade aged locks and movable dams to allow for reliable management of water levels and maintain embankments to protect surrounding communities from flooding.
We reported earlier in the week base on a draft report, the NYS2100 commission to harden NY against future storms recommended among other things, a new bus rapid transit system. Here is how results of the NYS 2100 commission are summarized officially in Cuomo's book.
Page 225: "The NYS2100 Commission reviewed the vulnerabilities faced by the State’s infrastructure systems and have worked to develop specific recommendations that can be implemented to increase New York’s resilience in five main areas: transportation, energy, land use, insurance, and infrastructure finance. The Commission seeks to:
• Identify immediate actions that should be taken to mitigate or strengthen existing infrastructure systems—some of which suffered damage in the recent storms—to improve normal functioning and to withstand extreme weather more effectively in the future;
• Identify infrastructure projects that would, if realized over a longer term, help to bring not only greater climate resilience but also other significant economic and quality of life benefits to New York State’s communities;
• Assess long-term options for the use of “hard” barriers and natural systems to protect coastal communities;
• Create opportunities to integrate resilience planning, protection and development approaches into New York’s economic development decisions and strategies; and
• Shape reforms in the area of investment, insurance and risk management related to natural disasters and other emergencies."
Cuomo also promises more open data, which would include quicker access to transportation data held in State Agencies -- several other states including New Jersey and Illinois already do this.
Page 203: "Open New York will provide easy, single-stop access to statewide and agency-level data, reports, statistics, compilations and information. Data will be presented in a common, downloadable, easy-to-access format, and will be searchable and mappable. The Open New York web portal will allow researchers, citizens, business and the media direct access to high-value data, which will be continually added to and expanded, so these groups can use the data to innovate for the benefit of all New Yorkers."
And here's the lofty language used around the new Tappan Zee Bridge, which we have covered extensively.
Page ix: "We set out to bridge the divide between yesterday and tomorrow, what was and what can be, dysfunction and performance, cynicism and trust, gridlock and cooperation to make government work.
And we are.
Look at our progress on replacing the Tappan Zee Bridge. We did in one year what was only talked about for the past ten years. The new Tappan Zee Bridge is BIG, BOLD and BEAUTIFUL. [Emphasis original]
My friends, I would like to say that our job is done. But, we have much more to do."
And in more detail on page 4: "Governor Cuomo, working with the State Legislature, enacted a new law allowing the use of design-build techniques on New York Works projects.1 This streamlines the contracting process by holding a single contractor accountable for both the design of the project and its actual construction, with the potential to save 9 to 12 months on the project timeline for bridge repair and construction.
"The centerpiece of the New York Works infrastructure program is the replacement of the Governor Malcolm Wilson Tappan Zee Bridge in the Hudson Valley, which has been needed for years. Plans for a new bridge were announced more than ten years ago. The State held 430 public meetings and explored 150 different bridge concepts. But New Yorkers still had not seen any results. Governor Cuomo put forward a plan for a new bridge that considered the future transit needs of the region; the plan increases lanes for drivers, creates emergency lanes and shoulders to handle accidents, includes a pedestrian and bike lane for the benefit of local communities, and will boost the economy of the region by creating and sustaining 45,000 jobs. And about one year later, on December 17, 2012, the Thruway Authority awarded a contract for the new bridge at a cost $800 million less than the next lowest bidder and approximately $2 billion less than the original estimate. Work on construction will begin in 2013.
New York’s typically high energy costs have long been a barrier to growth of the state economy. The Energy Highway initiative, introduced in the 2012 State of the State address, is a centerpiece of the Governor’s Power NY agenda, which was put in place to ensure that New York’s energy grid is the most advanced in the nation and to promote increased business investment in the state. In October 2012, the Energy Highway Blueprint was launched, identifying specific actions to modernize and expand the state’s electric infrastructure. The comprehensive plan, supported by up to $5.7 billion in public and private investments, will add up to 3,200 megawatts of additional electric generation and transmission capacity and clean power generation."
Full document here:
Wednesday, January 09, 2013
(WNYC Newsroom-- New York, NY) Emergency crews are at the Wall Street Pier responding to ferry accident that injured 30 to 50 people, according to police and fire officials. The Seastreak Wall Street catamaran ferry came from Highlands, New Jersey and struck a dock at Pier 11 during rush hour in lower Manhattan.
Thursday, January 03, 2013
By Kate Hinds
NJ Governor Christie is offering a full-throated defense of NJ Transit chief James Weinstein's decision to store rail trains in yards that flooded during Sandy -- a misstep that cost the agency $100 million.
"Well, you know, if they knew for sure it was going to flood, believe me, [executive director] Jim Weinstein would have moved the trains," Christie said, in response to a reporter's questions. "This is a guy with decades of experience in government, with extraordinary competence, who made the best decision he could make at the time. Sometimes, people make wrong decisions. It happens. It's not a hanging offense."
Speaking Tuesday at a press conference, the governor reserved most of his ire for House Republican leadership, which failed to vote on a $60 billion Sandy aid package. But when questioned about his support of Weinstein, Christie said:
A transcript follows.
Reporter: in light of the report last week that NJ Transit had been warned months ahead of time that rail yards in Kearny would likely flood in the event of a storm like Sandy, do you still support the leadership?
Christie's full response:
"I absolutely support the leadership -- and I don't believe that that's what the report said. I mean, I think you've gilded that report up pretty well in the lead up to your question. I don't think that's what the report said. I think these guys made the best judgement they could under the circumstances. And all of you are geniuses after. Once you see that the Kearny yards flooded, you could say 'well, geez, they should have moved the trains.’ Well, you know, if they knew for sure it was going to flood, believe me, [executive director] Jim Weinstein would have moved the trains. This is a guy with decades of experience in government, with extraordinary competence, who made the best decision he could make at the time. Sometimes, people make wrong decisions. It happens. It's not a hanging offense."
The head of NJ Transit, Jim Weinstein, told a state panel last month the agency relied on past experience -- and the understanding that it had up to 20 more years to prepare for climate change -- when it came where to store its rolling stock during the storm.
Friday, December 28, 2012
By Jim O'Grady
(New York, WNYC) New York's straphangers can now use an iPhone or iPad to find out when their train is arriving on seven subway lines.
The NY Metropolitan Transportation Authority's new Subway Time app works like a countdown clock by using a train's location to predict its arrival at stations. That's more accurate than going by train schedules, which are routinely disrupted.
"Whether you're leaving your apartment or you're standing on the corner or you're just walking here through Grand Central Terminal, you'd be able to look at it on your iPad or on your iPhone and be able to see when the next train is coming," said Joe Lhota, the outgoing MTA chairman.
Subway Time covers the 156 stations of the 1, 2, 3, 4, 5 and 6 lines, along with the 42nd Street Shuttle. A spokesman for the MTA says the app's coverage will be extended to the L train in the next six to 12 months, and that developers are working on a version for Android phones.
NYC Transit Authority president Tom Prendergast said riders using the rest of the subway system will have to wait for a similar service. He explained that the "lettered lines" use signaling technology that "remains little changed since a time before computers, microprocessors, wireless telephones or handheld electronic devices.” He said the system works to prevent collisions "but it cannot offer us a digital feed.”
The MTA has long-term plans to upgrade those lines. But that will depend on money from future capital budgets. It cost $228 million over 11 years to modernize the "numbered lines."
Subway Time is free, for now. But Lhota said the NY MTA would solicit paid advertisements once the app was out of its testing phase.
Wednesday, December 19, 2012
UPDATED* (Brigid Bergin, New York -- WNYC) Hoboken, NJ commuters are finally getting some relief Wednesday as PATH train service resumed on a limited schedule seven weeks after Sandy flooded the transit system. Though the new direct service into Manhattan was greeted like an early Christmas present to residents, larger management and transparency issues are surfacing about the agency that runs the bi-state rail system.
In the first weeks after the storm, when all trains into New York were interrupted, Irene Smith faced a commuting nightmare. She lives at the end of the NJ Transit Port Jervis line and commutes into Manhattan. It took her eight hours a day, she said, and involved a train, a ferry, and a bus to get to and from work. When NJ Transit service from Secaucus improved, her commute shortened to three hours. The last leg to return was the PATH train.
“Well it changed the last part of my trip from about half an hour, to an hour,” said Smith. “And I have a two hour trip before I get to Hoboken, so it was really rough.”
The PATH still isn't fully operational. There's no overnight service, though the agency hopes to restore it by New Year’s Eve.
Port Authority officials say the PATH system suffered catastrophic damage from the 10 million gallons of water they estimate flooded the tunnels. By Port Authority estimates that caused $300 million worth of damage -- just on the PATH system.
Just shy of a month after Sandy, acting PATH director Stephen Kingsberry took reporters into the damaged Hoboken station and PATH tunnel to show the media the extent of the storm damage.
Kingsberry pointed to photographs of flooding at the PATH stations. The images were released by the Port Authority after the storm and picked up by many local media outlets, including TN. For the tour, the photos were pasted to poster boards sitting on an easel behind him.
One picture shows water breaching an elevator shaft at the Hoboken station. There's also a shot of one of those pressurized floodgates. Those floodgates were purchased after the last time the system flooded during a powerful Nor'easter in December of 1992. That storm knocked out PATH service for 10 days.
But those floodgates are only four feet tall and Port Authority spokesman Ron Marsico explained via email, “The entrance flood gates were not designed for the unprecedented storm surge that occurred” during Sandy.
However, those aren’t the only floodgates the Port Authority has been investing in. There are budget lines dating back to 2009 for a “floodgates / flood mitigation” project. Officials confirm the Port Authority has spent $181 million on those projects. But it’s not clear what that money paid for.
The 2012 capital budget explicitly states the Port Authority completed installation of floodgates and interior strengthening in Tunnel F, one of the tunnels out of the World Trade Center site.
A spokesman for the Port Authority says those gates are part of a security project that's not scheduled to be operable until 2014. But that's all they'll say about the project.
The PATH system doesn't have a permanent director, leading to chatter within the transit community about management issues. The acting PATH director is Stephen Kingsberry. His former boss, Michael P. DePallo, left to run the transit system in Los Angeles October 13. . There's also been a lot of movement in the ranks of the Port Authority since the Ward left.
The Port Authority says there's a clear chain of command, but it also keeps a very strict approach to how it shares information.
*The initial version of this story incorrectly made reference to the Port Authority being without a permanent director. That is incorrect. Pat Foye has run the authority for over a year. TN regrets the error
Brigid Bergin is at email@example.com and you can follow her on Twitter @brigidbergin.
Tuesday, December 18, 2012
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Thursday, December 13, 2012
The Taxi and Limousine Commission adopted Thursday, by a vote of 7 to two abstentions, a year-long pilot program allowing taxi drivers and passengers to use taxi-hailing apps on their phones.
Smartphone hails will override street hails within a half mile in most of Manhattan, or a mile in a half in Northern Manhattan and the outer boros.
Current rules prohibit apps like Uber, Hailo and GetTaxi because drivers are forbidden from using devices while driving for safety reasons.
TLC rules also forbid payment through a third party system, which is how Uber processes transactions, taking a cut for itself and why the company stopped operating in yellow cabs.
Under the new rules to allow e-hail apps up for a vote, New York would require e-hail apps here to be a bit different from the ones operating in other cities already... albeit with lawsuits and political battles in many cases.
TLC commissioner commissioner David Yassky said Thursday the city risks falling behind. "We can look at other cities and see that passengers are using these products and benefiting from them, and when you have new technology that's available that can benefit passengers, regulations shouldn't stand in the way."
The apps would still not be allowed to process payments independently in NYC. They'll need to be integrated into the meter to prevent overcharging. In order to be approved under the proposed rules, apps would also need to be programmed so that a driver can't accept a ride while in motion -- that's possible using GPS data or even the accelerometer in a smartphone.
The non-yellow cab car service industry opposed the idea, fearing that it will pull yellow cabs out to places normally dominated by car services, which can be requested by phone call and apps currently. To mollify some of that fear, today's vote may not be on whether to permit e-hail apps in yellow cabs, but whether to run a one year pilot program.
Wednesday, December 12, 2012
In America, white workers a lot less likely to take public transportation to the office than other races. That’s according to a review of the latest American Community Survey by the U.S. Census department.
The American adult workforce is 67.7 percent white. Yet, public transportation commuters are just 39.9 percent are white.
We examined the ten largest metropolitan areas in the U.S. and compared the racial mix of the area at-large (specifically of the workforce) with the racial mix of public transportation commuters. Across the nation and in every city, whites are less likely to commute by transit.
But some cities have greater transportation divide than others.
In New York, the metaphorical mix on the bus is pretty close to the city at large, just with fewer whites. The NY metro area workforce is 61.9 percent white, on public transportation it's 47.2 percent, a 15 percentage point drop. Other races are in relatively the same proportions as the city at large.
NYU Professor Mitchell Moss says the big apple stands out on this front. "New York Mass transit has the broadest possible reach of users but geographically, ethnically, racially, and economically. It is a striking culture."
Compare Atlanta, a city where residents sardonically joke that the name of the local transit agency MARTA stands for Moving Africans Rapidly Through Atlanta. Whites are 60 percent of the working population and just 25 percent of the transit commuters. The city is mostly white, transit ridership to work is mostly black.
The other southern cities in our sample have similar, though not so stark, figures. Philadelphia also sees a sharp spike in black ridership to work and white flight from the transit system.
It's a complicated topic with local explanations varying from economic divisions to lingering legacies of entrenched discrimination in urban planning. See our past documentary on race and mass transit, Back of the Bus, for more narrative coverage of this.
The Cause and the Lessons
Cities where there's higher transit ridership see more diverse ridership. If the train or bus is a good option, then everyone takes it. If transit isn't so popular, then the bus becomes the option for those who can't afford a car, and sadly, that's correlated with race.
Still, it’s not only about money. In Chicago, the median income of transit riders is higher than the general population, but the racial gap we see nationwide is present. But much less so than in the southern cities. In Washington, D.C. people earning over $75,000 a year are more likely to ride than their less well off capital region co-workers. That's because the D.C. subway system was designed to serve the suburbs, to reduce car traffic over District bridges and it works.
Washington, D.C. is arguably the most diverse of the cities we look at. The white flight from transit is certainly least. The workforce is 59 percent white in the D.C. metro area, and the public transit commuting pool is 48 percent white. An 11 percentage point drop, less than New York, but also from a lower base.
New York and D.C. along with Chicago's numbers suggest that if transit were available to a wider geographic area, it would be used by a wider racial mix.
Sunday, December 09, 2012
Women are more likely to ride public transportation to work than men. Men are more likely to drive to work.
The latest data from the American Community Survey of the U.S. Census show: Of the people who take public transportation to work, 50.5 percent are women and 49.5 percent are male. That might not seem like a difference worth mentioning until you consider the workforce overall.
The American adult workforce is mostly male, and by a decent amount: 53 percent male to 47 percent female.
One theory is that type of occupation is correlated with gender, and women are more likely to be in mid-level jobs (so earning less, and looking to spend less on commuting) in offices, which tend to be more likely to be in city centers serviced by transit.
Interestingly, men are slightly more likely to carpool than women in the U.S. and women are slightly more likely drive to work alone relative to the general population of workers.
For solo drivers nationally it's 52.6 percent male (slightly less than their 53 percent share of the workforce).
For carpoolers it's 54.7 percent (a touch more than their 53 percent of the workforce.) Meaning it's men who tend to carpool more than women among those who drive. But just by a hair.
It's transit where the gender gap spikes.
The gap is especially wide in cities where transit is more readily available than it is nationally.
New York City public transportation commuters are 52 percent female, 48 percent male according to the American Community Survey. That's despite the fact that the general workforce in New York City is 51.5 percent male and 48.5 percent female. For drivers, that flips.
Of those who drive to work alone in the five boroughs, 60 percent are male.
Mitchell Moss, the Henry Hart Rice Professor of Urban Policy and Planning at NYU, says, it is "a reflection of the gender differences in occupations. Sole drivers include commuters to high income managerial and financial positions, as well as self-employed craftspeople that require a vehicle to carry equipment and materials." Those workers are more likely to be men.