88m3
Fast Money & Foreign Objects
That's crazy I had no idea. I did see the buses though.
Cuomo Declares a State of Emergency for NYC Subways: Update 7/26 - MTA submits 2 phase $9bil plan
- Thread starter tru_m.a.c
- Start date
That's crazy I had no idea. I did see the buses though.
88m3
Fast Money & Foreign Objects
Cuomo, MTA chair shift blame to the city for NYC subway woes
worth a read, some of the comments are on point too
worth a read, some of the comments are on point too
Solid post. Do you have any links on the 2000 capital plan over estimate? Want to read more into it
MTA plans to remove some subway seats to deal with overcrowding
Get ready to stand or keep standing during part of the commute.
The MTA will be testing an idea to remove some seats in some cars that travel along the L line and Grand Central Shuttle in Manhattan.
Seats will be removed to increase capacity on overcrowded trains, MTA Chairman Joe Lhota said Tuesday. Cars without sears will be painted differently so commuters know if seats are available or not.
"We're having a record number of customers. We also have ancient infrastructure, combined with a lack of capital investment over the long haul," Lhota said. "These three issues alone are the reasons why the subway system is failing its customers."
MTA Chairman Lhota announced a 33-point plan to "stabilize and modernize" the transit system.
Governor Andrew Cuomo called Lhota's plan "substantive and realistic."
Chairman Lhota, who is appointed by Governor Cuomo to the state-run authority, called on the state and city to split the costs.
Mayor Bill de Blasio says he's willing to work with the MTA Chairman, but asked the MTA to efficiently manage and spend the money it already has.
MTA Chairman Lhota says the city owns the subways but the MTA operates them and he will work to address the mayor's concerns
Here are some other takeaways from Lhota's conference today:
Get ready to stand or keep standing during part of the commute.
The MTA will be testing an idea to remove some seats in some cars that travel along the L line and Grand Central Shuttle in Manhattan.
Seats will be removed to increase capacity on overcrowded trains, MTA Chairman Joe Lhota said Tuesday. Cars without sears will be painted differently so commuters know if seats are available or not.
"We're having a record number of customers. We also have ancient infrastructure, combined with a lack of capital investment over the long haul," Lhota said. "These three issues alone are the reasons why the subway system is failing its customers."
MTA Chairman Lhota announced a 33-point plan to "stabilize and modernize" the transit system.
Governor Andrew Cuomo called Lhota's plan "substantive and realistic."
Chairman Lhota, who is appointed by Governor Cuomo to the state-run authority, called on the state and city to split the costs.
Mayor Bill de Blasio says he's willing to work with the MTA Chairman, but asked the MTA to efficiently manage and spend the money it already has.
MTA Chairman Lhota says the city owns the subways but the MTA operates them and he will work to address the mayor's concerns
Here are some other takeaways from Lhota's conference today:
- The entire plan will cost about $8.8 billion - half of which will come from the city. The other half will be paid by the state.
- "Raising fares is not an option."
- Cars will be added to trains on the C train line
- Overhaul digital communications and develop a new app
Removing Seats?!?!!?
WTF now nikkas gotta stand the entire ride?!!? This is the worst Idea since the airplane with NO SEATS!!!! 
Transit Workers Union presents 10-point plan to help fix NYC subways
In its Work Boots on the Ground Plan, the TWU provided a top ten list of suggestions to the MTA:
• Inspect signals more frequently.
• Provide more signal repair teams during the morning and evening rush hours.
• Speed up the decentralization of maintenance crews.
• Develop standard operating procedures and training for preventive maintenance.
• Shorten the time between subway car inspections.
• Shorten the time between subway car scheduled maintenance and refurbishment.
• Add more staff and subway cars to keep little equipment problems on trains from causing massive delays.
• Deploy more troubleshooter teams so they can reach disabled trains faster.
• Strategically place “gap trains” along the lines so they can jump into service and close service gaps caused by delays.
• Create a rapid-transit system for buses to make them attractive again to riders who ditched traffic-clogged streets.
The transit union is calling for an extra $50 million a year so the MTA can conduct more inspections and add 350 signal and car inspectors.
Samuelsen said he also believes the city should kick more money into transit operations. The city has rebuffed requests for more money after pledging $2.5 billion toward repairs, calling the MTA a state responsibility.
When asked about one-person train crews, track worker Samuelsen said riders at last month’s A train derailment could have died on the tracks without a conductor and an engineer on board.
“It would be incredibly dangerous to do in New York City,” he said. “You had passengers off of that train that derailed and walking around on the subway track.
“If there weren’t two people on that train to evacuate the train to get people to safety, you may very well have dead New York City transit riders lying fried on the railway tracks.”
Samuelsen is looking back, specifically to the 1990s, to look ahead. Back then, signals — which tell subway trains how to proceed in tunnels — were inspected and maintained every 30 days. The MTA has since moved to 90-day cycles for the critical devices.
Keeping spare trains tucked away in spur tracks is another decades-old practice the TWU wants to revive.
In the 1990s, empty trains would be ready to head toward a crowded platform whenever needed. The option would have come in handy during the recent Harlem track fire, when riders packed themselves into tiny No. 1 train stations that could barely fit them, Samuelsen said.
But a tight supply of train cars put an end to stashing spares.
Union president Mike Carrube of the Subway Surface Supervisors Association said extra trains stored along the tracks would have been helpful 10 years ago when he started as a subway dispatcher.
“I can’t tell you how many times that I wish I had a ready-to-go train,” Carrube said. “I think they need to start to look at some of the old stuff that they used to do now because the ridership is up.”
Subway cars also need more attention from the MTA. The time between inspections and overhauls grew when the MTA faced a budget crisis and drastically cut costs and service in 2010.
Since those cuts, the time between inspections grew to every 75 days or 12,000 miles, from 66 days or 10,000 miles. Complete overhauls — where crews replace major parts like brakes and gears — were stretched out, too. Instead of a car getting a full rehab every six years, the MTA extended it to every seven years.
The number of mechanics is so tight that cars are now sent into service minor defects, like a stuck door or loose window, according to TWU officials.
The cars also break down once every 115,527 miles on average — well below the MTA's goal for its fleet.
“The single best way to stop rolling-stock breakdowns, which is right up there with signal failure as the reason for the reliability issues that we're having, is inspection,” Samuelsen said.
Transit Workers Union's 10-point plan to help fix NYC subways
In its Work Boots on the Ground Plan, the TWU provided a top ten list of suggestions to the MTA:
• Inspect signals more frequently.
• Provide more signal repair teams during the morning and evening rush hours.
• Speed up the decentralization of maintenance crews.
• Develop standard operating procedures and training for preventive maintenance.
• Shorten the time between subway car inspections.
• Shorten the time between subway car scheduled maintenance and refurbishment.
• Add more staff and subway cars to keep little equipment problems on trains from causing massive delays.
• Deploy more troubleshooter teams so they can reach disabled trains faster.
• Strategically place “gap trains” along the lines so they can jump into service and close service gaps caused by delays.
• Create a rapid-transit system for buses to make them attractive again to riders who ditched traffic-clogged streets.
The transit union is calling for an extra $50 million a year so the MTA can conduct more inspections and add 350 signal and car inspectors.
Samuelsen said he also believes the city should kick more money into transit operations. The city has rebuffed requests for more money after pledging $2.5 billion toward repairs, calling the MTA a state responsibility.
When asked about one-person train crews, track worker Samuelsen said riders at last month’s A train derailment could have died on the tracks without a conductor and an engineer on board.
“It would be incredibly dangerous to do in New York City,” he said. “You had passengers off of that train that derailed and walking around on the subway track.
“If there weren’t two people on that train to evacuate the train to get people to safety, you may very well have dead New York City transit riders lying fried on the railway tracks.”
Samuelsen is looking back, specifically to the 1990s, to look ahead. Back then, signals — which tell subway trains how to proceed in tunnels — were inspected and maintained every 30 days. The MTA has since moved to 90-day cycles for the critical devices.
Keeping spare trains tucked away in spur tracks is another decades-old practice the TWU wants to revive.
In the 1990s, empty trains would be ready to head toward a crowded platform whenever needed. The option would have come in handy during the recent Harlem track fire, when riders packed themselves into tiny No. 1 train stations that could barely fit them, Samuelsen said.
But a tight supply of train cars put an end to stashing spares.
Union president Mike Carrube of the Subway Surface Supervisors Association said extra trains stored along the tracks would have been helpful 10 years ago when he started as a subway dispatcher.
“I can’t tell you how many times that I wish I had a ready-to-go train,” Carrube said. “I think they need to start to look at some of the old stuff that they used to do now because the ridership is up.”
Subway cars also need more attention from the MTA. The time between inspections and overhauls grew when the MTA faced a budget crisis and drastically cut costs and service in 2010.
Since those cuts, the time between inspections grew to every 75 days or 12,000 miles, from 66 days or 10,000 miles. Complete overhauls — where crews replace major parts like brakes and gears — were stretched out, too. Instead of a car getting a full rehab every six years, the MTA extended it to every seven years.
The number of mechanics is so tight that cars are now sent into service minor defects, like a stuck door or loose window, according to TWU officials.
The cars also break down once every 115,527 miles on average — well below the MTA's goal for its fleet.
“The single best way to stop rolling-stock breakdowns, which is right up there with signal failure as the reason for the reliability issues that we're having, is inspection,” Samuelsen said.
Transit Workers Union's 10-point plan to help fix NYC subways
What New York City Riders Deserve From Governor Cuomo's Subway Turnaround Plan - From the Mayor's Office
By July 31, Governor Cuomo has ordered that MTA Chairman Lhota present a plan to stop the dramatic slide in subway performance, improve predictability and reliability, and restore New York City residents’ faith in their transit system.
Riders have every right to be frustrated. Over the last five years, subway delays have more than doubled, from around 28,000 per month in 2012 to more than 70,000 per month today. Only 63 percent of trains are now running “on-time,” a drop of more than 15 percent since 2012, meaning longer waits and less-reliable travel times.
The City looks forward to a comprehensive plan to improve the operations of the subways and address this emergency. As subway riders, here are a few of the items that New Yorkers deserve to see in a credible subway turnaround plan:
(1) Immediate relief for riders. The MTA needs to articulate and quickly implement changes that can improve service and reliability now. Long-term steps will also be essential in the future, but long-term promises will mean little if the MTA cannot demonstrate to riders it can manage its own affairs.
(2) Public performance goals and standards. The MTA should make clear what riders should expect from their system and frequently report actual performance against those standards. These should include simple operating measures – how long riders have wait for a train during rush hour, how many times a train is too crowded to get on – and some service standards – no train should fail to have air conditioning in the summer, no station should be unattended in case people need help, and riders should never be stuck in trains for more than a few minutes as a result of maintenance issues, especially without knowing what is happening. These goals and standards should be based on best-practice performance metrics from peer systems in cities around the world, like the London Underground’s “Excess Journey Time” and “Lost Customer Hours” measurements, and be reported on frequently and clearly.
(3) Clear accountability for continual improvement. The MTA should measure performance against these metrics by line and station for rush hour and non-rush hours, and, like CompStat, hold managers accountable for their performance. The MTA should be consistently pushing to improve reliability and expand service frequency.
(4) An efficient and fair MTA budget and a reallocation of resources towards core needs. The MTA should fund new measures first by accelerating the usage of available resources from every source of funds. If additional funds are needed, the MTA should re-allocate resources from less-critical investments, including funds being made available to it for lights on bridges, any primarily aesthetic portions of station enhancements, or bureaucratic staffing that does not impact customer service. And the MTA, which has among the highest operating and capital construction costs of any major transit agency in the world, should be rigorous in making its operations and capital project delivery as efficient and cost effective as possible before sending yet another bill to the hard-working taxpayers and riders of New York City. A fair plan would also involve ensuring New York City subway and bus riders get a larger share of resources already available to the MTA. New York City subways and busses carry 93 percent of all MTA riders, and there should be investments and operating support commensurate with this ridership.
(5) A meaningful State commitment to the needs of subway riders. The plan should return the more than $450 million of operating funds diverted from the MTA to the State general fund since 2011 and provide a clear accounting of how and when the additional $1 billion of State funds announced by the Governor will be available.
These are basic steps that are required of public agencies everywhere: set high standards, report on performance, use every available dollar wisely, and hold managers accountable. It's time for the MTA to level with its New York City riders.
http://www1.nyc.gov/office-of-the-m...serve-governor-cuomo-s-subway-turnaround-plan
By July 31, Governor Cuomo has ordered that MTA Chairman Lhota present a plan to stop the dramatic slide in subway performance, improve predictability and reliability, and restore New York City residents’ faith in their transit system.
Riders have every right to be frustrated. Over the last five years, subway delays have more than doubled, from around 28,000 per month in 2012 to more than 70,000 per month today. Only 63 percent of trains are now running “on-time,” a drop of more than 15 percent since 2012, meaning longer waits and less-reliable travel times.
The City looks forward to a comprehensive plan to improve the operations of the subways and address this emergency. As subway riders, here are a few of the items that New Yorkers deserve to see in a credible subway turnaround plan:
(1) Immediate relief for riders. The MTA needs to articulate and quickly implement changes that can improve service and reliability now. Long-term steps will also be essential in the future, but long-term promises will mean little if the MTA cannot demonstrate to riders it can manage its own affairs.
(2) Public performance goals and standards. The MTA should make clear what riders should expect from their system and frequently report actual performance against those standards. These should include simple operating measures – how long riders have wait for a train during rush hour, how many times a train is too crowded to get on – and some service standards – no train should fail to have air conditioning in the summer, no station should be unattended in case people need help, and riders should never be stuck in trains for more than a few minutes as a result of maintenance issues, especially without knowing what is happening. These goals and standards should be based on best-practice performance metrics from peer systems in cities around the world, like the London Underground’s “Excess Journey Time” and “Lost Customer Hours” measurements, and be reported on frequently and clearly.
(3) Clear accountability for continual improvement. The MTA should measure performance against these metrics by line and station for rush hour and non-rush hours, and, like CompStat, hold managers accountable for their performance. The MTA should be consistently pushing to improve reliability and expand service frequency.
(4) An efficient and fair MTA budget and a reallocation of resources towards core needs. The MTA should fund new measures first by accelerating the usage of available resources from every source of funds. If additional funds are needed, the MTA should re-allocate resources from less-critical investments, including funds being made available to it for lights on bridges, any primarily aesthetic portions of station enhancements, or bureaucratic staffing that does not impact customer service. And the MTA, which has among the highest operating and capital construction costs of any major transit agency in the world, should be rigorous in making its operations and capital project delivery as efficient and cost effective as possible before sending yet another bill to the hard-working taxpayers and riders of New York City. A fair plan would also involve ensuring New York City subway and bus riders get a larger share of resources already available to the MTA. New York City subways and busses carry 93 percent of all MTA riders, and there should be investments and operating support commensurate with this ridership.
(5) A meaningful State commitment to the needs of subway riders. The plan should return the more than $450 million of operating funds diverted from the MTA to the State general fund since 2011 and provide a clear accounting of how and when the additional $1 billion of State funds announced by the Governor will be available.
These are basic steps that are required of public agencies everywhere: set high standards, report on performance, use every available dollar wisely, and hold managers accountable. It's time for the MTA to level with its New York City riders.
http://www1.nyc.gov/office-of-the-m...serve-governor-cuomo-s-subway-turnaround-plan
MTA Chairman Announces Sweeping $836 Million Plan to Stabilize Subway System
Phase One will stabilize the subway at an $836 million price tag; Phase Two, aimed at modernizing the system, will cost about $8 billion, MTA chair Joe Lhota says
In the first phase, which Lhota hopes to get done within a year, the MTA will be taking several steps to enhance signal and track maintenance, improve reliability, improve safety and cleanliness, enhance communication and launch a new management group.
The steps include:
- Creating new dedicated teams to execute an expedited repair program to fix 1,300 of the most problematic signals by the end of 2018
- Clearing water from the underground tracks and systems, clearing debris and sweeping stations through dozens of specialized teams at targeted "hot spots."
- Tripling the installation rate of continous welded rail and increasing track welding capacity; adding 50,000 new friction pads to increase resiliency of the rail and reduce incidents impacting service
- Expediting a range of track, power and signal repairs, and cutting down response time from 45 minutes to 15 minutes by tripling the number of MTA Combined Action Teams
- Expanding major overhaul capacity of cars, and prioritizing the inspection and repair of car doors, which cause 40 percent of breakdowns. (Lhota imploreed riders: "Don't lean against the doors, don't bang the doors and don't hold the doors open -- these are the things that impact the integrity of the doors and cause enormous amount of delays in the system."
- Adding an additional shift to emergency subway car response so that repair and maintenance shops at 12 locations will effectively be running 24/7
- Adding cars to trains on C line, where platforms can accommodate longer trains; each car will be able to hold 145 more riders. (Most of the other lines are already operating with as many cars as the platform can accommodate.)
- Launching a pilot program on the S line (the Times Square shuttle) and the L line -- where crowding has "just been extraordinary" -- to remove seats from select cars so that they're standing-only cars; this will increase passenger capacity by 25 riders per car
- Working with NYPD to deter illegal activity on the subway, including harassment, loitering, panhandling and littering. "Littering on the subway tracks is not only illegal, it's also a major nuisance and contributes to 700 fire-related delays every year," Lhota said. "We're launching an aggressive public campaign to eduate customers on the consequence of littering."
- Adding dedicated EMTs to more stations so that train delays aren't as lengthy when a passenger gets sick
- Tripling the amount of heavy-duty cleaning at stations, and launching a program to deep clean, repaint, repair tile and service elevators and escalators at priority stations
- Overhauling communication protocols to provide clearer, more timely information to riders during incidents; launching a new integrated MTA app; adding signage and training employees to improve communication of service changes
- Accelerating completion of systemwide countdown clocks
- Rebuilding management and operations organizations; bringing together key decision makers to monitor incidents in real time and more rapidly dispatch resources
The current five-year MTA capital plan, which covers upkeep for the subways, the Long Island Rail Road and Metro-North, plus other pieces of the transit system, is about $29 billion. The city has pledged $2.5 billion and the state $8.3 billion, plus Cuomo recently pledged an additional $1 billion.
"The state has put in more money than ever before in the history of the state, and it's the city's legal obligation to be funding it, even though we stepped in on a moral level," Cuomo told reporters last Thursday.
His statements prompted a fast rebuke from the mayor's office.
"New Yorkers need serious leadership at a time like this," city spokesman Austin Finan said. "The city's unprecedented $2.5 billion commitment in the state-run MTA capital plan is far in excess of any legal obligation. Let's stop the diversions and obfuscation and start spending the resources the MTA has on the repairs and maintenance that will keep New Yorkers moving."
Their debate prompted a history lesson by Lhota last Thursday on how the messy ownership structure came to be. He said a 1981 law was meant to help the city during a major financial crisis, when it could not pay capital costs and the subways were in much worse shape than they are now. The state picked up the tab, but it was never meant to be permanent, he said.
He said the city now has a surplus of about $4 billion, and he's going to submit an emergency plan to deal with the crisis. And he expects the city to chip in.
That prompted another war of words with de Blasio, who insisted Sunday, "The state is responsible for the MTA, period -- for the expense budget, for the capital budget, for the whole thing."
"I was encouraged by Chairman Joe Lhota's announcement today. We have to be clear that it's up to the MTA to ride the ship. I emphasize always — the State of New York controls the MTA," the mayor said.
"Chairman Lhota was honest today that the MTA has not been effective about spending the money it has," de Blasio said, adding that only $75 million of $2.5 billion in capital funding provided to the agency by the city has been spent.
Calling Lhota's plan "an important first step" in the subway "crisis," de Blasio said the city can work with the MTA as it puts the plan into action, including using the NYPD for enforcement, the FDNY for emergencies, and the Dept. of Homeless Services to deal with challenges posed by homeless people in the subways.
Lhota responded to de Blasio, saying in a statement it's "befuddling that the Mayor praised the MTA repair plan," but won't agree to fund it 50-50 with the state. "One half of a repair plan won't make the trains run on time," Lhota said.
Lhota said de Blasio is "putting up smoke screens" in his quarrel with New York State over MTA's funding. "The City has underfunded the MTA for years while the State has provided record funding levels to $5 billion this year," he said, adding that the mayor should "stop diminishing his responsibility so we can move forward."
The mayor also proposed a CompStat-type database for the MTA, so that the agency is more transparent. The NYPD's CompStat database documents crime in the city. De Blasio said, the city need "something that's available online, so New Yorkers can see if improvements are being made."
Source: MTA Chairman Announces Sweeping $836 Million Plan to Stabilize Subway System | NBC New York MTA Chair Unveils $836 Million Subway Stabilization Plan
Phase One will stabilize the subway at an $836 million price tag; Phase Two, aimed at modernizing the system, will cost about $8 billion, MTA chair Joe Lhota says
In the first phase, which Lhota hopes to get done within a year, the MTA will be taking several steps to enhance signal and track maintenance, improve reliability, improve safety and cleanliness, enhance communication and launch a new management group.
The steps include:
- Creating new dedicated teams to execute an expedited repair program to fix 1,300 of the most problematic signals by the end of 2018
- Clearing water from the underground tracks and systems, clearing debris and sweeping stations through dozens of specialized teams at targeted "hot spots."
- Tripling the installation rate of continous welded rail and increasing track welding capacity; adding 50,000 new friction pads to increase resiliency of the rail and reduce incidents impacting service
- Expediting a range of track, power and signal repairs, and cutting down response time from 45 minutes to 15 minutes by tripling the number of MTA Combined Action Teams
- Expanding major overhaul capacity of cars, and prioritizing the inspection and repair of car doors, which cause 40 percent of breakdowns. (Lhota imploreed riders: "Don't lean against the doors, don't bang the doors and don't hold the doors open -- these are the things that impact the integrity of the doors and cause enormous amount of delays in the system."
- Adding an additional shift to emergency subway car response so that repair and maintenance shops at 12 locations will effectively be running 24/7
- Adding cars to trains on C line, where platforms can accommodate longer trains; each car will be able to hold 145 more riders. (Most of the other lines are already operating with as many cars as the platform can accommodate.)
- Launching a pilot program on the S line (the Times Square shuttle) and the L line -- where crowding has "just been extraordinary" -- to remove seats from select cars so that they're standing-only cars; this will increase passenger capacity by 25 riders per car
- Working with NYPD to deter illegal activity on the subway, including harassment, loitering, panhandling and littering. "Littering on the subway tracks is not only illegal, it's also a major nuisance and contributes to 700 fire-related delays every year," Lhota said. "We're launching an aggressive public campaign to eduate customers on the consequence of littering."
- Adding dedicated EMTs to more stations so that train delays aren't as lengthy when a passenger gets sick
- Tripling the amount of heavy-duty cleaning at stations, and launching a program to deep clean, repaint, repair tile and service elevators and escalators at priority stations
- Overhauling communication protocols to provide clearer, more timely information to riders during incidents; launching a new integrated MTA app; adding signage and training employees to improve communication of service changes
- Accelerating completion of systemwide countdown clocks
- Rebuilding management and operations organizations; bringing together key decision makers to monitor incidents in real time and more rapidly dispatch resources
The current five-year MTA capital plan, which covers upkeep for the subways, the Long Island Rail Road and Metro-North, plus other pieces of the transit system, is about $29 billion. The city has pledged $2.5 billion and the state $8.3 billion, plus Cuomo recently pledged an additional $1 billion.
"The state has put in more money than ever before in the history of the state, and it's the city's legal obligation to be funding it, even though we stepped in on a moral level," Cuomo told reporters last Thursday.
His statements prompted a fast rebuke from the mayor's office.
"New Yorkers need serious leadership at a time like this," city spokesman Austin Finan said. "The city's unprecedented $2.5 billion commitment in the state-run MTA capital plan is far in excess of any legal obligation. Let's stop the diversions and obfuscation and start spending the resources the MTA has on the repairs and maintenance that will keep New Yorkers moving."
Their debate prompted a history lesson by Lhota last Thursday on how the messy ownership structure came to be. He said a 1981 law was meant to help the city during a major financial crisis, when it could not pay capital costs and the subways were in much worse shape than they are now. The state picked up the tab, but it was never meant to be permanent, he said.
He said the city now has a surplus of about $4 billion, and he's going to submit an emergency plan to deal with the crisis. And he expects the city to chip in.
That prompted another war of words with de Blasio, who insisted Sunday, "The state is responsible for the MTA, period -- for the expense budget, for the capital budget, for the whole thing."
"I was encouraged by Chairman Joe Lhota's announcement today. We have to be clear that it's up to the MTA to ride the ship. I emphasize always — the State of New York controls the MTA," the mayor said.
"Chairman Lhota was honest today that the MTA has not been effective about spending the money it has," de Blasio said, adding that only $75 million of $2.5 billion in capital funding provided to the agency by the city has been spent.
Calling Lhota's plan "an important first step" in the subway "crisis," de Blasio said the city can work with the MTA as it puts the plan into action, including using the NYPD for enforcement, the FDNY for emergencies, and the Dept. of Homeless Services to deal with challenges posed by homeless people in the subways.
Lhota responded to de Blasio, saying in a statement it's "befuddling that the Mayor praised the MTA repair plan," but won't agree to fund it 50-50 with the state. "One half of a repair plan won't make the trains run on time," Lhota said.
Lhota said de Blasio is "putting up smoke screens" in his quarrel with New York State over MTA's funding. "The City has underfunded the MTA for years while the State has provided record funding levels to $5 billion this year," he said, adding that the mayor should "stop diminishing his responsibility so we can move forward."
The mayor also proposed a CompStat-type database for the MTA, so that the agency is more transparent. The NYPD's CompStat database documents crime in the city. De Blasio said, the city need "something that's available online, so New Yorkers can see if improvements are being made."
Source: MTA Chairman Announces Sweeping $836 Million Plan to Stabilize Subway System | NBC New York MTA Chair Unveils $836 Million Subway Stabilization Plan
ZoeGod
I’m from Brooklyn a place where stars are born.
Man the MTA always come up with these grand plans that never materialize. 
My mom and pops said back in the 80's it was the same shyt with the MTA. Smh these clowns are just as bad the New Year New Me Instagram post but don't do shyt to improve. 
My mom and pops said back in the 80's it was the same shyt with the MTA. Smh these clowns are just as bad the New Year New Me Instagram post but don't do shyt to improve.
Man the MTA always come up with these grand plans that never materialize.
that is true they have big dreams but when they put them into action shyt falls apart...
or never gets completed...
What a fukking dirtbag
I just saw a poll this morning with majority of people thinking it's De Blasio's fault, so I guess Cuomo's bullshyt is work.
State of the MTA should be a major platform in upcoming elections.
Good service pays dividends.
Good service pays dividends.
If you're in a hurry what do you need to sit for?Removing Seats?!?!!?
If you're in a hurry what do you need to sit for?
until the train derails and everyone goes flying...
88m3
Fast Money & Foreign Objects
If you're in a hurry what do you need to sit for?
I chuckled at the notion...
the state/city rake and I mean rake in billions