PCAC Quarterly Report
July - September 1999
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- Long Island Rail Road Commuters Council
- Metro-North Railroad Commuter Council
- New York City Transit Riders Council
Permanent Citizens Advisory Committee (PCAC)
PCAC Responds to MTA Capital Plan
At the close of the quarter, the MTA released its 2000-2004 Capital Program.
The plan contains $16 billion in transit and commuter rail funding and
includes many projects that the PCAC had advocated. Expansion of the MTA
network is a prominent part of the program, with three major projects
planned. Funds are included to connect the Long Island Rail Road (LIRR)
to Grand Central Terminal, commence construction of a new Second Avenue
subway, and begin work on a rail connection to LaGuardia Airport. The
plan also continues the emphasis on bringing the MTA's facilities to a
state of good repair. New York City Transit will receive $10.1 billion
to buy new subway cars and buses, renovate subway stations, and undertake
other critical projects. Almost half of the LIRR's $2.1 billion budget
will go towards replacing the large share of the agency's outmoded fleet
of rail cars. Metro-North's $1.3 billion in funding will go primarily
towards new rail cars and station rehabilitation.
Despite the many good elements of the plan, the PCAC does have several
concerns. At the meeting of the MTA Board in September, Andrew Albert
and Lawrence Silverman, chairmen of two of the PCAC's commuter councils,
stressed the need for a subway that extends the full length of Second
Avenue. The MTA's line would go only from 125th to 63rd Streets and then
connect into the express tracks of the N and R subway lines. In his remarks,
Mr. Albert noted that this proposed line would not do enough to ease overcrowding
on the 4, 5, and 6 subway lines and would not address the needs of subway
riders in the Bronx, Brooklyn, and Queens. Also of concern to the PCAC
is the financing for the program. Without any direct contribution from
New York State, the plan has a funding gap of $2.4 billion and relies
heavily on borrowing and expense reduction. In the future, the MTA may
have to raise fares substantially to close the projected deficit and pay
debt service costs that will exceed $1 billion in 2004. The PCAC is hopeful
that the deficiencies in the program will be addressed as the Capital
Program Review Board and the State Legislature consider it.
Committee Members Lobby Against "Transit Equity Provision"
Adequate funding for New York’s public transportation projects was
threatened this summer by a provision proposed by the Senate Transportation
Appropriations Subcommittee. The "Transit Equity Provision"
would have nullified the allocation of transportation resources developed
in the federal transportation funding act, TEA–21. The new allocation
would have limited New York’s transit share to 12.5%, while New York
carries one-third of the country’s transit riders. The PCAC and members
wrote to several key elected officials in Washington, D.C., requesting
that they reject the provision. The provision was defeated in September.
PCAC Hosts London Riders Representative
In September PCAC staff entertained a visitor from London: John Cartledge,
assistant secretary of the London Regional Passengers Committee. The discussion
centered on London's experience with privatizing bus and rail service,
an area that the PCAC explored in its 1999 research report, Privatizing
MTA Services, Cost Savings or Political Buzzword. Mr. Cartledge noted
that transportation is an important issue in the upcoming London Mayoral
election. He also discussed London's progress in installing a computerized
tracking system for buses that will give riders real-time service status
information. The system, covering all 1,700 bus stops, should be in place
in two or three years. New York City Transit is in the pilot phase of
a similar program for its buses.
Executive Director Tours Air Train
Beverly Dolinsky, PCAC executive director, caught an early glimpse of
the rail connection to Kennedy Airport during a tour of the construction
site in August. Along with representatives from other transportation agencies,
she viewed the work that is now underway on the first part of the system:
the loop that will serve the airport terminals. Tour participants saw
tunneling activity for the project and the installation of the concrete
pylons that will support the tracks. When it is completed, the system
will provide regional access to Kennedy through connections at Jamaica
station and the Howard Beach subway station.
PCAC Critiques Metropolitan Planning Organization
Ms. Dolinsky and Associate Director Jonathan Sigall met with representatives
from the Federal Transit Administration (FTA) in August to discuss the
agency's current review of the New York Metropolitan Transportation Council
(NYMTC). As the certified planning organization for the downstate New
York metropolitan region, NYMTC must undergo an FTA review every three
years. The PCAC has long been concerned with the independence of NYMTC,
feeling that the Council's planning agenda is driven by its member agencies
and not by regional needs. Ms. Dolinsky and Mr. Sigall noted that NYMTC
would best be hosted by a university, as the New Jersey Transportation
Planning Agency is. The New York State Department of Transportation currently
hosts NYMTC. Ms. Dolinsky also said that the FTA should require principal
members of the Council to attend meetings in order to be eligible to vote.
Poor attendance by principals has been a concern.
Committee Continues Involvement in MTA Studies
Throughout the quarter, the PCAC remained an active participant in the
various MTA system expansion studies. The Committee offered suggestions
for the scoping document and public outreach plan for the Penn Station
Access study. The initiative is exploring ways to bring Metro-North trains
into Penn Station, which would give the railroad's riders the option of
traveling either to the West or East Side of Manhattan. In its comments,
the PCAC suggested that the railroad examine a fare agreement that would
enable Amtrak to carry Metro-North riders at a reduced fare. Such a policy
might obviate the need for a Metro-North connection to Penn Station or
provide interim access while a link is being built.
The PCAC also commented on the Draft Environmental Impact Statement for
the East Side Access study, which proposes to connect the LIRR to Grand
Central Terminal, and on the work plan for the LaGuardia Airport Subway
Access project, which is examining alternatives for providing rail service
to LaGuardia Airport. In its comments on LaGuardia Access, the PCAC suggested
that the study consider options for connecting the Kennedy rail link to
LaGuardia.
Committee Comments on Federal Criteria to Evaluate Rail Projects
The PCAC commented in July on the FTA's proposed criteria for evaluating
new build rail projects. In its comments, the Committee expressed concern
that the current criteria place New York at a disadvantage because they
favor projects that generate new transit riders. The MTA carries more
transit and commuter rail passengers than any other public transportation
system in the United States. Any additions to the MTA network, as a result,
would not attract as many new riders as projects in other parts of the
country. The PCAC suggested that the FTA adopt criteria that would recognize
the benefits of expanding systems with a high ridership level. Included
among the recommendations were tools that would measure a project's effectiveness
in reducing passenger crowding and vehicular emissions.
PCAC Meets with Head of Transportation Research Center
Robert Paaswell, director of the University Transportation Research Center
- Region II, was the PCAC's guest at its September meeting. Dr. Paaswell
gave an overview of the various research studies that the Center is conducting.
One is exploring how transit systems must adapt to meet the changing needs
and travel patterns of users. Some of the areas that the study is looking
at, including automated fare collection and up-to-the-minute travel information,
are ideas that the PCAC has recommended.
Long Island Rail Road Commuters Council (LIRRCC)
New Queens Member Joins LIRRCC
In August Daniel Garvey joined the Long Island Rail Road Commuters Council
as the first-ever Queens member. Mr. Garvey is an engineering professional
and active member of Queens Community Board 11. Mr. Garvey represents
the Office of the Queens Borough President and he commutes from Bayside
on the Port Washington Branch. In 1998, New York State adopted legislation
adding a Queens and Brooklyn representative to the Council. The law also
expanded the Metro-North Railroad Commuter Council to include a Bronx
member.
Council Continues to Monitor LIRR Climate Control Performance
In July, the LIRR responded to the Council's inquiry about the railroad's
air conditioning performance. The LIRRCC noted that it had received several
reports about poor air conditioning on trains during a June heat wave.
The Council also asked the LIRR to outline the steps it has taken to address
deficiencies that the MTA Inspector General found during a 1998 audit
of the LIRR's air conditioning performance. In its response, the LIRR
said that because of the unusually hot weather in June air conditioning
performance did suffer, particularly on June 7th. On that day, only 85
percent of cars were in compliance with air conditioning standards. The
LIRR also said that it has increased air conditioning maintenance and
expanded the number of teams that provide in-the-field support for breakdowns.
LIRRCC Finds that Riders Like New LIRR Coaches
Council staff observed focus groups held to solicit rider comments on
the new bi-level diesel coaches that entered service during the Spring.
Customers said that they are generally happy with the cars. They most
liked the comfort of the seats, noting that they are roomy and provide
good support, the coaches' interior appearance, and the clean look of
the cars. Participants did express dissatisfaction with some features,
including the loudness of the automated public address announcements and
the inadequate amount of storage space for bags and packages. In its annual
Report Card survey, the Council asked railroad customers to grade the
coaches and to comment on the features they most and least like. The cars
received a grade of B+. Riders said that they most like the coaches' clean
appearance and least like the automated public address announcements.
New Locomotives’ Horns too Loud; Railroad Studying Problem
At the September meeting of the Long Island Committee of the MTA Board,
Council Chairman Lawrence Silverman inquired about on-going reports of
problems with the horns on the new diesel locomotives. Railroad customers
and homeowners near the LIRR right-of-way have complained that the horns
sound much louder than the horns on the older diesel engines. The LIRR
said that the actual volume of the horns is the same, but it acknowledged
that the new horns do sound louder. The railroad is currently studying
the reason for the difference and expects to release it's findings later
this year.
LIRRCC Commends Train Crew
The Council wrote to the LIRR in July commending the train crew of the
6:42 am train from Babylon. As it collected report cards, the LIRRCC found
that the crew received positive comments from several riders on the train.
In its response, the LIRR said that a copy of the letter would be placed
in the personnel files of each member of the crew and that the letter
might be printed in the LIRR's employee newsletter.
Press
Council members and staff were quoted in the media on various aspects
of LIRR service. Mr. Silverman addressed air-conditioning issues in a
New York Times article about conditions on the railroad. Associate Director
Jonathan Sigall was cited in a New York Post story about the railroad's
poor on-time performance in June. He noted that the Council often receives
complaints from the public about late trains.
Metro-North Railroad Commuter Council (MNRCC)
MNRCC Offers Ideas for Improving Grand Central Terminal Signage
In response to an inquiry from a rider who is visually impaired, the Council
wrote to Metro-North Railroad in August recommending ways to improve the
visibility of signage at Grand Central Terminal. Acting on suggestions
from the customer, the MNRCC recommended that track numbers by each platform
gate be posted at eye level, that the departure boards at each track show
station names in a mix of uppercase and lowercase letters, and that lighting
be placed in a way that it does not cast a reflection on signage. The
Council also noted that the railroad needs to relocate the track numbers
on the Terminal's lower level. Most of the track numbers there are placed
in locations where they are obstructed. Metro-North responded, saying
that it is examining the feasibility of the suggestions and offering to
go on a walk-through of the Terminal signage.
Council Applauds Grand Central North Opening
After three years of cost construction delays and cost overruns, the long
anticipated Grand Central North passenger walkways opened in August. The
passageways allow Metro-North customers to disembark at the back end of
trains in Grand Central Terminal and walk north instead of walking south
to exit from the Terminal. In August, Metro-North staff discussed the
opening with the Council and asked for feedback on the new map.
Railroad Responds to Council Concerns About Older Cars
Metro-North addressed the MNRCC's concerns about the older 1100 series
coaches that are in use on the Hudson and Harlem Lines. The condition
of these cars, which have been in service since the 1960s, has deteriorated
over the years. Air conditioning performance is below par at times and
the public address systems are sometimes inoperable. In written correspondence
and at the Council's July meeting, the railroad responded to these concerns.
George Walker, Metro-North's vice president of Operations, said that the
cable connecting the public address equipment on one car to another goes
bad at times, causing a failure on both cars. Because of the age of the
equipment, Metro-North cannot buy replacement cables and instead must
manufacture its own cables. Mr. Walker also said that he would continue
to look into Council reports that conductors are not walking through cars
to make announcements when the systems fail. He noted as well that Metro-North
will not be able to replace the cars until the new M7 cars, now under
order, enter service in 2005. The railroad originally planned to replace
the 1100 series coaches in the 1995-1999 MTA Capital Program, but had
to defer those plans to meet ridership growth.
Council Urges More Weekend Stamford Service
In August, the Council wrote to Metro-North suggesting that the railroad
offer more frequent service from Stamford on weekends. The MNRCC noted
that local trains from Stamford, which run every hour, are extremely crowded.
As part of its October 31, 1999, schedule change the railroad plans to
add six Saturday trains on the New Haven Line. The increased service will
enable Metro-North to run half-hourly Stamford service during the most
crowded times.
Railroad Acts on Council Inquiries
The railroad investigated several matters that the MNRCC had brought to
its attention on behalf of riders. A Westport commuter contacted the Council
to complain of a degradation in evening service. He complained of poor
on-time performance and longer trip times. In response, Metro-North acknowledged
that on-time performance on Westport trains is low and said that it would
monitor the situation. The railroad added that capital projects have lengthened
the time of trips, but added that service would improve once the work
is completed. Metro-North also said it would monitor reported flooding
conditions at one of the staircases at the White Plains station. The railroad
said as well that it is addressing drainage problems at the Pelham station
and that it would remove a growth of poison ivy at the station.
Council Sees Room for Improvement in Communications
Although Metro-North has improved its customer communications in the last
several years, the Council feels that the railroad can do better. Members
and staff were quoted in an August Journal News article on the subject.
Research Associate Sarah Massey commented that train crews do not always
walk through cars to make announcements when public address systems fail.
Member George Zoebelein echoed these concerns, noting that it is especially
important to announce station stops at night. Station signs are not always
illuminated, making them difficult to see from trains when it is dark.
Members Tour New Metro-North Cars
In July, the Council went on a tour of Metro-North's new Genesis dual-mode
locomotive and Bombardier coaches. The tour was led by Mr. Walker, who
also met with the MNRCC to field questions and comments on railroad operations
and to discuss the Federal Railway Administration's new safety standards
for rail cars. The railroad presented its proposed anti-litter campaign
to the MNRCC in August.
New York City Transit Riders Council (NYCTRC)
Report Faults Subway Service Diversion Notices
A Council audit of subway service diversion notices, released in July,
found that New York City Transit must greatly improve its efforts to notify
riders of planned diversions. The TRC focused on two aspects of notices
in its review. During the weekend of April 23 to April 25, it surveyed
44 subway stations in order to determine whether Transit does an adequate
job in posting notices. The Council also reviewed the notices that were
used that weekend.
Transit performed poorly across the board. There were problems at 42 of
the 44 inspected stations. Deficiencies included missing notices —
of the fare control areas surveyed, 90% were missing at least one notice
and 30% had no notices — and notices posted in places where they
did not belong. Transit also routinely does not place notices at subway
platforms, even though riders spend most of their time at stations on
platforms. The Council also found problems with the content of notices.
Some were confusing or misleading, and many did not give riders the best
alternative travel routes. Riders were often advised to travel out of
their way to another subway station when they could have more easily walked
or used their MetroCard to transfer to a bus or a parallel subway line.
In its response to the report, Transit reacted favorably to many of the
TRC's suggestions. It agreed with the recommendation that notices should
be placed at platforms and at the street level if service on one or all
lines at a station is not running. Transit also said it would work to
word notices more clearly.
Council Advocates for Full-Length Second Avenue Subway
The TRC continued its advocacy of a full-length Second Avenue subway during
the quarter. At the public hearing on the Draft Environmental Impact Statement
for the Manhattan East Side Alternatives study, Chairman Andrew Albert
rejected the MTA's plans for a subway that would run only from 125th to
63rd Streets and then connect into the tracks of the N and R subway lines.
Mr. Albert said that the proposed line would be insufficient to relieve
crowding on the 4, 5, and 6 lines. It also would not connect to the Bronx,
Brooklyn, Queens, or Manhattan's Lower East Side. Mr. Albert expressed
the same sentiments at an August press conference with Public Advocate
Mark Green and other New York City elected officials. During the quarter,
the Council also participated in the Manhattan Borough President's Second
Avenue Subway Task Force, a group that is urging construction of a full-length
line.
TRC Reacts to Transit's Handling of Flood
Poor performance by Transit during heavy rain on August 26th prompted
the TRC to meet with Joseph Hofmann, senior vice president of the Department
of Subways. During the storm, water flowed into subway stations, flooding
the system and disrupting service on nearly every subway line. Council
members felt that Transit could have done a much better job in communicating
information to customers, both through the media and through public address
announcements.
Meeting with Mr. Hofmann to discuss the TRC's concerns were Mr. Albert,
Executive Director Beverly Dolinsky, and Associate Director Jonathan Sigall.
Mr. Hofmann said that the subway system flooded when New York City's drains
become clogged and water backed up in to the subway. Water also flowed
from the street into subway stations. Mr. Hofmann said that communications
were difficult because of the rapidly changing nature of events. He also
acknowledged that the media often fails to report timely information.
Transit is working to resolve this problem. Three weeks later, when Hurricane
Floyd hit the City, Transit was better prepared. The TRC sent a letter
to Transit President Lawrence Reuter commending the agency on its performance.
Transit Acts on TRC Suggestions
In July, Transit responded to a TRC letter about the lack of street-level
notices during a diversion that closed one side of the 1st and 3rd Avenue
L train stations in Manhattan. The agency agreed that notices should be
posted at the top of stairs in such instances. Otherwise, riders may enter
a station only to find that there is no service. Atefeh Riazi, Transit
vice president - MetroCard Operations, wrote the Council in response to
a letter regarding the agency's policies for installing high entrance/exit
turnstiles (HEETs). Ms. Riazi said that HEETs, which accept MetroCards
and can be used at unstaffed entrances, are placed in locations where
they can extend the hours that part-time entrances are open or can replace
exit-only turnstiles. They are also used to provide access to the system
at areas away from token booths. If passenger volume warrants, entrances
that were previously closed can be reopened with HEETs, which is a TRC
suggestion.
Council Participates in Task Forces
The Council remained an active partner in the Empire State Transportation
Alliance. The Alliance is a coalition of organizations that is seeking
an MTA Capital Program that includes both system maintenance work and
a substantial commitment to network expansion. The TRC attended several
meetings of the group and commented on the coalition's capital needs assessment
for the MTA. Ms. Dolinsky and member Stephen Wilder attended a meeting
of the Times Square Subway Station Renovation Task Force. Comprised of
Times Square area businesses and organizations, the group is monitoring
the project to help ensure that it meets community needs and that the
construction does not overly impact on the neighborhood.
Meetings
In July, the Council discussed the status of Transit's station rehabilitation
program with William Madden, Transit program manager - Department of Capital
Program Management, Stations. Augustine Angba, Transit director - ADA
Compliance, and Roxie Marshall, Transit director - Policy Management,
gave the TRC an update in August on
the agency's compliance with ADA regulations. At the Council's September
meeting, Kenneth Stuart, Transit director - Market Research, solicited
member feedback on what colors are best for globes outside subway station
entrances.
Press
Council members and staff were quoted in several news stories during the
quarter. In a Channel 7 report that Transit will replace worn MetroCard
readers at subway stations, Mr. Albert said that the best way to address
swiping problems at turnstiles is to use
SmartCards. Riders do not need to swipe SmartCards, which use contactless
technology. In a New York Times story about the planned Second Avenue
subway, Transportation Planner Michael Doyle repeated the Council's call
for a full-length line. Mr. Sigall appeared on New York 1, commenting
on a report on Transit financing by the City's Independent Budget Office.
He agreed with the report's finding that Transit would face a substantial
budget deficit in the future without additional government subsidies.
