The Antiplanner was in Portland Wednesday to talk about light rail, which is why there was no post yesterday. I’ll be in Seattle tomorrow to again talk about rail transit. As of 2016, Sound Transit has spend $335 million (in 2016 dollars) on commuter buses that carry 64,000 weekday riders and $2.1 billion on commuter trains that carry just 16,600 weekday riders. Another example of poor planning.
Meanwhile, New York’s Metropolitan Transportation Authority has blamed increasing subway delays on overcrowding, an explanation that raised the Antiplanner’s skepticism, partly because the city’s subway system carried far more riders during and after World War II and didn’t suffer similar delays.
Village Voice writer Aaron Gordon is also skeptical, noting that ridership has declined for the last two years but delays continue to increase. Instead, he blames the delays on a deliberate effort by MTA to slow trains down. For safety reasons, MTA has reduced speed limits in many parts of the system and imposed penalties on train operators when they exceed the limits. While the trains can theoretically meet the schedules at the reduced speeds, a tiny delay can cascade into serious problems. Continue reading
The Maryland Transit Administration suddenly shut down the Baltimore Metro last week, forcing commuters and other riders to find alternatives with less than 24 hours notice. The state said an inspection had found unexpectedly excessive wear on the rails that could have caused a derailment, and it plans to keep the line closed for a month while it fixes the problem — and then to close it again this summer for further work.
Productivity of United States Metro Systems
Thousands of Trips Per Year
“Subsidies” equal operations & maintenance divided by fares. Source: 2016 National Transit Database.
|New York Subway||3,211||5,699||1.64
The coincidence that the shut-down took place the same day the White House announced its infrastructure plan led the Washington Post to call the metro the latest poster child for the need for more infrastructure spending. In fact, it is a poster child for less infrastructure spending, as it should never have been built in the first place. Continue reading
Washington Metro officials pretended to be shocked when a Red Line train derailed due to a broken rail on Monday. In fact, the break should not and probably didn’t surprise any of them.
“It’s like, God, didn’t we do all of the fixing, the bad areas, SafeTrack?” rambled Metro’s board chair, Jack Evans. “All that stuff was intended to prevent stuff like this from happening.” Actually, Evans knows perfectly well that the SafeTrack work was superficial and the system still needs $15 billion to $25 billion of maintenance and rehabilitation work.
“This rail was manufactured in 1993, which may sound old but actually rail can last 40, 50 years,” said Metro general manager Paul Wiedefeld, “so it’s not particularly old in the railroad business.” Actually, it is. Continue reading
The Washington Metropolitan Area Transit Authority (WMATA) has blamed much of the rail system’s ridership declines on the system’s reliability problems and all of the track work it did in 2016 and early 2017 to fix those problems. Now, the system has become more reliable, but riders don’t seem to be returning.
The Federal Transit Administration has published month-by-month ridership data for all transit systems through June, 2017. The numbers show that Metro rail ridership in February, March, and April of this year were all about 10 percent less than in the same months last year. In May, however, it was only 1.5 percent less, while June 2017 ridership was actually more than in June 2016–though only by 0.6 percent.
While that’s grounds for a bit of optimism, Metro rail ridership still has a long way to go before it returns to its 2009 peak, which was 28 percent higher than the year ending June 2017. I don’t like making predictions because there are too many unknown variables, but I suspect ridership will never return to those levels partly because many former riders have lost faith in the system and partly because the band-aid work done on the system in the last year won’t solve its long-term reliability problems. Time will tell.
Washington DC’s Metro system has a multibillion-dollar maintenance backlog, declining ridership, and serious problems with labor unions. The systems problems are so bad that Virginia Governor Terry McAuliffe asked former Secretary of Immobility Ray LaHood, one of the least credible people ever to hold that office, to lead a search for new funds for the agency.
Now LaHood has come out with his proposal. Has he found a billion dollars stuck in the seat cushions of Metro trains? Nope. Has he discovered a treasure map at the White House that leads to a city of gold? Nope. Has he found any money at all? None.
Instead, he proposes to replace Metro’s current sixteen-member board of directors with a “reform board” consisting of “five members who are solely responsible to the transit system, not the parochial interests of the local officials who would appoint them.” Continue reading
New York City subways are falling apart. The Metropolitan Transportation Authority has a $38 billion debt and $18 billion in unfunded health-care obligations. Governor Andrew Cuomo and Mayor Bill de Blasio spend most of their time blaming each other for the region’s transportation woes.
The New York Times thinks it has a solution: “Make commuters pay their share again.” That sounds like a great idea! The people who ride the trains should be the ones to pay for them.
But that’s not what the Times means. Instead, it wants people who live outside the city to pay a commuter tax to work in the city. Such a tax, equal to 0.45 percent of each commuter’s income, once was in place, but was repealed in 1999. If renewed, the Times estimates, it would add nearly a billion dollars a year to the city’s coffers, which it could use to restore the subways, though it is more likely that it would spend it on such frivolities as extending the Second Avenue subway. Continue reading
A couple of weeks ago, there was a flurry of stories blaming New York subway problems on overcrowding. The Metropolitan Transportation Authority (MTA) presented data showing that the number of delays caused by crowding had tripled since 2014, while the number caused by track maintenance or signal problems had remained relatively constant.
The MTA also helpfully pointed out that the number of trips taken on the subway had grown from 1 billion a year in 1990 to 1.8 billion in 2015, while the number of miles of subway lines and subway cars had remained relatively constant. That sounded persuasive, but the Antiplanner was suspicious. This explanation conveniently shifts the blame from MTA’s mismanagement to subway users and also invites the solution of giving MTA a lot of money to increase capacities–a solution MTA would be very happy to implement.
Besides, New York subway ridership first reached 1.8 billion way back in 1926, when the system had many fewer route miles than it has today. Construction of the Independent system, which is more than a quarter of the total, began in 1932 and wasn’t completed until 1940. Subway riders in 1926 complained the trains were crowded, but delays due to that crowding weren’t a significant problem. Continue reading
Back in 2010, when the Federal Transit Administration admitted that the transit industry had a $78 billion maintenance backlog, America’s largest transit system seemed to be in the best shape of those with legacy (older than 40 years) rail lines. Having undergone its own crisis in the 1970s, the New York Metropolitan Transit Authority appeared to be adequately funded and was not suffering the huge problems faced by transit agencies in Boston, Chicago, Philadelphia, and Washington.
No more. While Boston, Chicago, and Washington transit systems are worse than ever (and Philadelphia’s is only slightly better off), New York’s subways seem poised to catch up. According to Streetsblog, between November, 2012 and November, 2016, weekday subway delays grew by 322 percent.
To be fair, one month (November) is probably not a long enough period to measure a trend. Comparing MTA’s February 2012 and 2017 performance reports, the subway’s on-time record fell from 85.4 percent in 2011 to 66.8 percent in 2016. Part of the cause is an increasing failure rate of MTA’s rolling stock, which grew from one failure every 172,700 miles in 2011 to one every 112,200 miles in 2016. Both of those numbers indicate serious problems. On top of this, most of the subway system’s escalators and elevators are also out of service. Continue reading
The Washington Metropolitan Area Transit Authority (WMATA) was pleased to announce last week that it would not be delaying any rush-hour trains due to maintenance work for a few days. However, starting this week, rush-hour frequencies on the Yellow Green Lines would be reduced by 20 to 50 percent, and part of the Green Line will be completely shut down for two weeks.
All of which has just become business as usual in Washington. The real news is that WMATA plans to raise fares and cut service by up to 25 percent on July 1. Rush-hour fares will go up a dime, non-rush-hour by a quarter, and trains will stop running at 11:30 pm most days, instead of the current 12:30 am.
The big cut, however, will be to rush-hour service. Trains that now operate 10 times an hour will be cut back to 7.5 times an hour, effectively a 25 percent cut in service. Passengers can therefore expect a 33 percent increasing in crowding. Or, more likely, the system will lose even more riders.
Another transit agency is having financial problems. The San Francisco Bay Area Rapid Transit District is seeing ridership decline and both transit fares and sales tax revenues are falling short of expectations.
BART’s staff has given the board a laundry list of things it can do to make up the shortfall: raise fares, crack down on fare evaders, increase advertising revenue, increase parking fees, charge companies that send buses to pick up employees at BART stations, and automate trains to eliminate drivers. Even if they do all of these things, however, they “will not be able to address the deficit we are facing” without major service cutbacks, BART’s budget director told the board.
Another thing BART could do, but probably won’t, is hire more employees so it won’t have to pay so much overtime. Last November, Transparent California found that a BART janitor whose base pay was $57,000 a year actually earned $270,000 in 2015 with overtime and benefits. To get this, he supposedly worked 114 hours a week, which is more than 16 hours a day, every day of the year. But a local television station tracked this worker and found he was spending several hours a day hiding in a storage closet, while the stations he was supposed to keep clean remained filthy.