Category Archives: Trains

Projjal Dutta – Director, Sustainability Initiatives, NY Metropolitan Transportation Authority

Projjal Dutta

Director, Sustainability Initiatives

NY Metropolitan Transportation Authority

LinkedIn: https://www.linkedin.com/in/projjal-dutta-13891012/

Twitter: @projjal

Website: http://www.mtahq.info/sustainability

Company Twitter: @MTA

Please tell us your job responsibilities and day-to-day activities.

Projjal K. Dutta, is the NY Metropolitan Transportation Authority’s first-ever director of sustainability. Projjal has pioneered “Transit Avoided Carbon” – a verifiably- measurable reduction in regional greenhouse gas emissions attributable to transit. This commodity, potentially worth billions of dollars in an emissions marketplace, can
completely re-contour the carbon landscape. The value of avoided emissions, from MTA service alone, may be as high as $500 million annually. Currently conversation
is at an advanced stage to transact the first-ever sale of such avoided-emissions, in the voluntary market.

Other than quantifying the environmental benefits of transit and seeking a market for them, Projjal has led several initiatives to reduce transit’s own environmental footprintchiefly through energy-consumption and greenhouse gas emission reduction initiatives. Emissions per passenger-mile have reduced by 16% in the previous five years, although it is not possible to accurately attribute overall reductions to individual initiatives in an organization as vast and complex as the MTA. Projjal has also led climate-resilience efforts at the agency; these have gained added urgency with Hurricane Sandy’s onslaught.

Tell us your biggest environmental/sustainability challenge in 2017 and how you are addressing it.

Making the MTA resilient to climate change is our biggest challenge. For the Metropolitan Transportation Authority (MTA), climate change is not only an urgent reality, it is a reality to which all six MTA agencies are already devoting extensive financial, planning, and engineering resources. There is no responsible alternative. The science of climate change is well established. The damages to New York’s transportation assets by Superstorm Sandy in 2012 gave the MTA no feasible option but to rebuild the system in anticipation of rising sea levels and increasingly volatile weather events. A disaster recovery budget of $10.5 billion was approved in 2013. This rebuilding effort is well underway. Some of the most badly damaged parts of the MTA network—such as MTA New York City Transit’s (NYCT’s) Montague Tube under the East River—were repaired, fortified, and returned to full revenue service with speed and efficiency.

Is there a specific recent project or implementation you worked on at your company that you can share? Any tips you can share that would help colleagues at other companies who are contemplating similar projects?

The opening to public the first phase of Second Avenue Subway, a brand new line under Manhattan, the first such line in over 70 years, was a headline project for the MTA. I was a proud member of the team when it first went on the preliminary design board, about 16 years ago, and as a consultant. Since then I have moved on board the MTA itself, and continued to be associated with the project. The first ride on the subway, therefore, was a goosebump providing moment.

Please tell us what you see in the market in the next few years. What will be the biggest challenges the industry will face?

The Federal Government, the withdrawing of the United States from the Paris Climate Accord, and a general return to the days of fossil-fuel friendly policies signify the biggest challenge to sustainability and professionals who work toward making the world more sustainable. Much of the action, consequently, will happen at some, not all, state, regional, and local levels. Hopefully, unhindered by Federal policy.

Tell us about a favorite hobby, passion, or book you’ve read recently that has had an impact on you.

I like reading and traveling. Most recently I was a part of an official New York delegation to Berlin, Germany, to study how since 1992 Germany has moved to embrace green technologies and renewables, such that today almost 40% of all its energy is sourced from renewables, primarily wind and solar power. Although the naysayers had predicted that renewables as a fraction of the overall grid would never pass 5%, they are almost at 40%! On late evenings when there is not a lot of demand, as much as 80% of the grid can be powered by renewables. And Germany is not a small country or economy. This is inspiring.

Environmental leader.com

by Jennifer Hermes

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New York’s Oldest Subway Cars, Beautiful Symbols of a Sad Decline

In 1964, the New York City Transit Authority introduced the shiny, stainless-steel R32 subway car. “There was a very special inaugural trip that took place on today’s Metro-North line into Grand Central Terminal, welcoming the trains into New York,” James Giovan, an educator at the New York Transit Museum, told me recently. The R32s were dubbed Brightliners. By 1965, six hundred had been built. With their brilliant corrugated bodies, they bore little resemblance to other cars. They were praised for having the clearest intercom system. Their plastic benches marked the end of gritty rattan-wicker seats. The R32 was the train of the future, offering a vision of what mass transit would look like in fifty years—literally, as it happens, because, against all odds, roughly two hundred of the original R32s still operate on New York City’s C, J, and Z lines. They are the oldest subway cars still in service in the city, and among the oldest still operating in the world.

Amid a year of perpetual delays, terrifying derailments, power blackouts that have left riders stranded underground and between stations for hours at a time, service changes so counterintuitive and so alien that they could have been devised by Kafka or M. C. Escher—not to mention the century-old tile peeling from the station walls, the mystery stalagmites and stalactites, the rusted support beams, the countdown clocks that seem to operate beyond the boundaries of time and space—the R32, once a forward-looking beacon for the Metropolitan Transportation Authority (which absorbed the New York City Transit Authority, in 1968), is now a symbol of its failure to update its technology and infrastructure. Many of the R32 cars have trouble maintaining their air-conditioning for the duration of their trips; they are usually switched out for newer cars during the summer months. Today, the mean distance between R32 failures is thirty-three thousand miles, meaning that they happen for those cars about thirteen times as often as they do for the newer R188 cars, which can go four hundred and thirty-six thousand miles without a mechanical failure. The C line has been ranked the worst in the system by the Straphangers Campaign more often than any other subway line, a feat owed, in no small part, to the ancient cars that service it. Those frequent failures can create delays that ripple throughout the subway system.

In July of 2011, the M.T.A. published a preliminary budget for the next three years, noting that the R32 cars were “already well past the standard expected useful life of 40 years.” However, “structural defects” had led to the “accelerated retirement of R44 cars,” and so the R32 would have to stay in service, the report explained, until at least 2017. Barring any further delays, the cars are now expected to stay in service until 2019. In the meantime, extended construction on the L train’s Canarsie tube will entail increased service on the nearby lines, a task that will partially fall to the R32s. That they are still in use at all is emblematic of the way the Metropolitan Transportation Authority has long operated: underfunded and saddled with the lofty task of carrying the entire city without pause, the M.T.A., by necessity, stretches everything long past its expiration date. According to a 2012 survey of the system, ninety per cent of the city’s stations have architectural or structural flaws. Knowledgeable observers have offered repair and upgrade timelines that stretch over half-century increments. Costly patch jobs required to keep the old cars running further deplete funds that should be allocated to the primary culprit in subway delays: the signal system—the central nervous system of the M.T.A., responsible for controlling the movement of trains. That system is still made up, for the most part, of prewar technology. The difficulty of securing funding and of scheduling repairs has helped keep it in place, along with the fact that the only way to update it would be through long service interruptions, which people hate. And so delays have become routine, and the necessary repairs have become lengthier to complete and more expensive than they might have been twenty-five years ago—when, according to the Times, the city first brought up the need to update the signal system.

That the R32s have endured through all this tells another story: they are genuinely a marvel of mid-twentieth-century engineering. They were based on a 1949 prototype by the Budd Company, in Pennsylvania, for a car called the R11, which was intended for a proposed Second Avenue subway line, the M.T.A.’s greatest and most famous delay. The Budd Company’s decision to build the new cars from stainless steel meant that each would be four thousand pounds lighter than its predecessor. And, even today, the R32s are more pleasant to ride, when they’re working, than the newer R160 cars that replace them during the summer. Their lights are a duller, softer white than those in the newer cars. Poles are located in the middle of the car, rather than jutting out from the seats, as they do in some later models. The R32 cars are the same width as those replacing them, yet they feel wider, more open. And there is no high-pitched dubstep squeal as an R32 leaves the station.

The Budd Company filed for bankruptcy in 2014, meaning that the R32s have not only outlasted their intended period of service but have outlasted their manufacturer. They have lived through eight mayoral appointments and ten Presidents. They are essentially your grandmother’s Volvo from the sixties, if that Volvo had millions of miles on its odometer and was responsible for getting your entire family to and from work, and if Volvo had gone out of business several years ago.

The R32 is, not surprisingly, a favorite of train nerds, as well as of subway professionals. All of the subsequent New York City subway cars—including the glitzy R179s slated to replace the R32s—owe much to their design. “When that car was brand-new, nothing before looked like that,” Giovan said. “But almost every car after it resembles it in some way.” And so, when the new trains of the future finally—finally—arrive, we’ll see glimmering steel machines with bright headlights, the direct descendants of a machine that lasted much longer than it ever should have been asked to.

New YorkerNew Yorker

East River tunnel plan: feasible or fantasy?

Think tank’s rail tunnel plan: feasible or fantasy?

It took a century to complete even a small piece of the Second Avenue subway. The ARC rail tunnel project was canceled after work began. The quest to build the Gateway tunnel has been dragging on. East Side Access, which was once expected to have connected the LIRR to Grand Central by now, is still about six years away. And the cross-harbor rail freight tunnel, after 30 years of advocacy from Rep. Jerrold Nadler, remains just a hope.

Yep. Building train tunnels around here is hard.

So what did the Regional Plan Association propose yesterday? Two new rail tunnels under the East River.

But anyone who mocks the idea as fantasy should consider the list of big RPA ideas that have been ridiculed over the last few decades only to eventually come to fruition, including the George Washington and Verrazano bridges; open space preservation (the Palisades, Governors Island Gateway National Recreation Area); the Metropolitan Transportation Authority; the Second Avenue subway, East Side Access (just about) and (probably) Amtrak’s Gateway project.

Crains New York

CSX Woes Hurting Shippers…Wake Up Hunter Harrison

Dozens of U.S. trade groups have asked federal rail regulators to investigate CSX Corp’s “chronic service failures,” saying problems at No. 3 U.S. railroad have rippled across the North American rail network, according to a letter seen by Reuters.

The letter, from the Rail Customer Coalition sent on Monday, is the latest challenge to CSX Chief Executive Hunter Harrison’s effort to ramp up productivity at the Jacksonville, Florida-based railroad and fulfill investor expectations for substantially better financial performance.

The 44 trade groups, representing chemical and agricultural companies, steel and auto makers, and beer producers and importers, among other companies, told U.S. lawmakers on House and Senate Transportation committees “chronic service failures” could degrade the nation’s broader rail network.

“This has put rail dependent business operations throughout the U.S. at risk of shutting down, caused severe bottlenecks in the delivery of key goods and services, and has put the health of our nation’s economy in jeopardy,” they said.

The shipper groups want Congress to make it easier for them to file complaints and allow other operators to use CSX track during service disruptions, according to their letter.

CSX spokesman Rob Doolittle said the company has acknowledged that some customers are experiencing service issues as Harrison implements his vision for driving efficiency, known as Precision Scheduled Railroading.

The letter comes about two weeks after the Surface Transportation Board notified Harrison of complaints about CSX’s service. And an analyst survey last month found shippers have moved freight to rival Norfolk Southern Corp and truckers.

CSX’s service problems were exacerbated by an Aug 2 derailment in rural western Pennsylvania that forced the company to re-route trains. Federal safety officials are investigating the cause of the accident.

Shippers and employee sources said Harrison’s changes and cuts are causing rail cars and trains to sit idle or be re-routed across multiple states, delaying product shipments, and leading to inadequate customer service.

Crowley Maritime Corporation hauled 150 container loads by truck from Charlotte, North Carolina, to Jacksonville, Florida, and then loaded them onto Florida East Coast Railway trains to avoid CSX’s system issues.

Current and former CSX employees say the railroad is suffering from poor communication from leadership, job cuts, and rapid changes to operations – like doubling train sizes, shutting hump yards where train cars are sorted, increasing the frequency of crew changes on a service line, and blocking overtime pay.

In Montgomery, Alabama, dwell times jumped to 60.9 hours from 35.8 hours a year earlier, and doubled in Nashville, Tennessee, to 71.9 hours. However, some of CSX’s cost-cutting moves do not appear to be dramatically affecting operating performance in other locations, based on data CSX provides to the AAR.

At CSX’s Barr Yard in Chicago, roughly seven managers now run the company’s service line, down from more than 35 managers a month ago, an employee told Reuters. The overall work force has been halved by furloughs, he said.

The Delaware and Hudson in Recent Memory

We have just updated our Delaware & Hudson Railway WebSite

https://penneyandkc.wordpress.com/delaware-hudson-railway/

We have added lots of new material called “The Delaware and Hudson in Recent Memory”

See some great advertising, maps, time tables and posters of the D&H

We hope you enjoy it like we do.

Alan Chartock’s The Capitol Connection: How Cuomo can turn it around

I was recently considering what Andrew Cuomo could do to turn his low polling numbers around. As I have explained in the past, he doesn’t get great numbers upstate. He’s a Democrat, albeit a middle of the roader, and that doesn’t play that well above the burbs. Now he needs to worry about how he’s doing in the Big Apple and its environs.

The Cuomo name has always been gold in the city. His papa Mario has been worshiped as a semi-deity there for years. Since most people know little or nothing about New York State politics, the Cuomo mantel was all that was necessary for Andrew to get approval. But that was before the “Summer of Hell” on the New York subways and the commuter trains in and out of the city. As the appointing authority of the MTA, Andrew took credit for building the Second Avenue Subway so he couldn’t then deny his role in the collapse of the subway system even though he tried to do exactly that. Clearly, he and his cohorts had the mistaken impression that Donald Trump might help out by financing some of the work necessary to repair the mess in the sweltering, accident prone underground system.

So Andrew made sure that Joe Lhota, a real expert on things subway, now heads the beleaguered MTA. That was a good idea and Cuomo and his colleagues deserve credit for the appointment. The problem for Andrew is that Lhota, who already has experience heading the MTA and ran for mayor against — guess who — Bill De Blasio, is a Republican and a Giuliani protégé. It’s no secret that Cuomo has personal problems with De Blasio so he grabbed an opportunity to take a shot at his mayoral nemesis by elevating Lhota to the chairmanship of the MTA. Cuomo never seems to learn that people are fed up with his war on De Blasio. But he gets points for the Lhota appointment because the guy is good. If people perceive that Cuomo is moving aggressively in a bi-partisan manner they may return to the pro-Cuomo fold.

If I were giving Andrew some other advice, I think I would suggest that he do more of what Papa Mario did. Cuomo, like Donald Trump, seems to have his own private war with the press. Papa Cuomo had regular press conferences which he seemed to relish. His son does not. Papa Cuomo was eloquent. Junior is anything but. If you are to win popularity in New York, you need the press on your side. My unsolicited advice to Andrew would be to work on his communication skills. He should make friends by just being honest, accessible, transparent, and open with the people who write and talk about him. That way he would be the beneficiary of a certain kind of respect and camaraderie that often exists on both sides of that relationship. Maybe Cuomo feels that because the press as an institution polls so low, he can afford to ignore them. What’s more, Cuomo should avoid trying to buy loyalty from some members of the press by giving them unfettered access. He tried that in the beginning of his governorship with disastrous results.

As long as I am giving him advice, let me add that he has to be very careful about the amount of power he gives his subordinates. One of the reasons why his numbers are so low is that several of his former close associates face trials that could land them in jail for a good part of their lives. Not only that, his treatment of his fellow political actors like Tom DiNapoli, the state Comptroller, and Eric Schneiderman, the Attorney General, has been disgraceful. People don’t like that. He needs to learn how to play nice. Maybe then his numbers will rise from the low point where they now reside.

Alan Chartock is professor emeritus at the State University of New York, publisher of the Legislative Gazette and president and CEO of the WAMC Northeast Public Radio Network. Readers can email him at alan@wamc.org.

He publishes in the Troy Record

Friday Is “Subway Day”! Start Of A Trend?

Just like some bloggers have established Thursday as “Door” Day, we are starting Friday as “Subway” day.

We’ve been over the ways modern infrastructure would help ease the crush of record ridership. But there’s no doubt, the subway system needs to expand. “Sure, it’s necessary! We have more people.”

So why does it cost 4 times per mile than in London?

Then it is not like Dubai, NY City has cables that Thomas Edison put in.

We also have high labor costs here because it’s an expensive city but also we have unions that aren’t necessarily the most efficient way to build a new subway.

And we’ve been building stations that are nice and big but more cavernous than they really need to be. On Second Avenue, the stations account for more than half the total budget.
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McDonald’s doesn’t have its own TV show. Neither does Burger King. Shake Shack doesn’t have one either. That leaves Wahlburgers as the only hamburger restaurant chain with its own TV show that you could describe as a program-length commercial for the brand. Then they own the new Wahlburgers at 85th and Second. This new location seems reasonably successful so far. Plus, it’s near the new Second Avenue subway on a portion of the avenue that has been fixed up considerably. Well played, Wahlbergs.

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Empty stores plague the streets of the Upper East Side like an epidemic. Known affectionately as the ‘Gold Coast’, this area was home to trendy store front like American Apparel, Reebok, BCBG MAXAZRIA and oldies like Filenes Basement, all of whom have since shut. in July there were 82 vacant storefronts along Madison, Lexington, Third and Second avenues between 57th and 96th streets. “That is a lot, and there’s probably 20 percent more that’s on the market,” with space that is occupied but available for lease. It was a LOOOONG Wait for the 2nd Avenue Subway!

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Council Membersare scratching their heads on funding. The hearing comes amid an increasingly testy fight between the city and state over the MTA’s recently announced $836 million rescue plan for the crisis affecting the city’s subways. MTA Chair Joe Lhota, recently appointed by Governor Andrew Cuomo, has insisted that the city provide $456 million for the emergency upgrade plan to stabilize the system over the next year. Mayor Bill de Blasio has refused to bear those costs, pointing to an equal amount of city-issued funds that have been diverted since 2011 by the state from their intended use in MTA operations. De Blasio on Monday proposed increasing taxes on the wealthy to fund the MTA, but the proposal was quickly dismissed by state Senate Republicans who would have to approve it. “You guys do not know how to spend a dime, how could you spend a billion dollars?”

Even If It Gets The Subway Fixed, The MTA Is Still Broken

The state-run MTA has four new people in charge: one for “innovation and modernization,” one for day-to-day operations, one for big projects like the Second Avenue Subway and one — Chairman Joe Lhota — to keep an eye on the other three.

But Gov. Andrew Cuomo hasn’t charged any of them with fixing the authority’s deteriorating $15.7 billion annual budget. Instead, he simply wants the city to pay more.​ The mayor is taking the bait now, reportedly proposing a new income tax hike on the rich — a terrible idea.

Last week, the MTA tasked Pat Foye, the former Port Authority executive director, with figuring out how to upgrade signals and the like. The MTA has also put two other people — Ronnie Hakim, a longtime transit vet, and Janno Lieber, who rebuilt the World Trade Center towers under developer Larry Silverstein — into a new “Office of the Chairman.”

All seem competent — though two of them, Foye and Lieber, are better at reducing the harm done by political malfeasance rather than reducing the political malfeasance itself. Which appears to be the governor’s preferred strategy.

Foye and Lieber managed to do good things at the Port Authority and for Silverstein, respectively. Yet the PA is still a mess, trying to build way too many things at once.

Lieber, too, did a good job of managing the private-sector construction at Ground Zero. But higher-level decisions about what to build saddled New Yorkers with billions of dollars in debt, plus the $4 billion Oculus train station.

Managing the effects of bad political behavior is no substitute for fixing the behavior. Evidence of that is in the MTA’s latest budget, released just as Cuomo was making changes at the top.

The good news: The MTA has precariously balanced its budget for the next two years, plus the rest of this year. The bad news: After that, things get worse. In February, the MTA projected a $372 million annual budget gap for 2020. Now, the gap is double that.

The biggest problem is the slowing commercial property market. The MTA expects to take in nearly $800 million less in its property-related taxes. That’s not because we’re having a recession; it’s because this market was overheated.

Meanwhile, the MTA’s attempts to turn itself around are costly. It will spend $484 million in extra money over four years to increase inspections and maintenance, including $281 million at the subways and bus division.

The MTA benefits from ever-lower interest rates, which make debt cost less. But it’s not enough.

The agency will take some steps to address the deficit — but many are unwise. For example, it won’t make $59 million in contributions to its retiree health care fund, even though it already owes $18.5 billion there. And it will divert $158 million from a construction account.

One of the MTA’s assumptions demands something of the governor: $260 million in extra state money by 2020, to make up for the governor’s decision, in his first term, to reduce the MTA’s payroll tax on small businesses.

And the request is half-justified, in government world. The MTA’s payroll taxes are coming in $138 million higher than expected. But were it not for the governor’s tax cut, in the MTA’s reasoning, they’d be even higher.

A governor who regularly spends a little something on pet projects all around the state doesn’t want to give up some of those precious dollars to the MTA.

And this extra payment just delays $493 million of the deficit to 2021, when, as the authority’s budget officials mildly note, “it will need to be addressed.”

The governor’s slapdash answer: Make the bigger payment under cover of funding a huge new maintenance push at the MTA, and make the city pay, too.

Just before the bad budget news, Cuomo and the MTA asserted that the city should pay at least $236 million in extra operating costs — almost all of the extra subway and bus spending planned. But this would set a terrible precedent. City taxpayers and riders already provide the most MTA money.

Strip away all the theater, and the MTA’s biggest financial problem doesn’t come from its operational failures. Its announcements to improve service aren’t some radically improved strategy, but what it should have been doing all along. “We need short-term emergency financing now,” Lhota said on Sunday — but the fact is that the MTA’s internal incompetence created this emergency.

The MTA’s financial problem is old and predictable: Volatile tax revenues, like those related to commercial property, are indeed volatile.

If the city gives more, as Mayor Bill de Blasio seems set to propose, it’ll be saying that when the MTA can’t manage its budget in the good times, the city will bail it out.

Nicole Gelinas is a contributing editor to the Manhattan Institute’s City Journal. NY Post

Simple, Big Solutions for Penn’s Problems

Gotham Gazette

The original Penn Station was an architectural masterpiece. The most ironic part about removing it in a “monumental act of vandalism,” though, is that as a transit facility the original Penn Station had serious flaws. In fact, the platforms and tracks haven’t been significantly altered in more than a century.

Unfortunately, those flaws are growing more obvious by the day. Narrow, crowded platforms and grossly inadequate stairs and escalators are a constant source of delays, dangerous overcrowding and frustration for commuters. But most importantly, Penn Station is not actually a station for most passengers – it’s a terminal. The difference is not merely semantic; in a terminal, trains must cross each other as they enter and leave, making it far less efficient than a through-running station. Even when this doesn’t cause delays, it severely limits capacity and ensures every train has to travel more slowly in Penn.

Twenty-five years ago, we could tolerate these inefficiencies, but passenger counts from Long Island and New Jersey have skyrocketed. Any major investment plan for Penn Station must be focused on solving the cause of commuters’ misery. Amtrak’s Gateway Program and the new Moynihan Station, if optimized, could do so.

Phase 1 of Gateway would add two new critically-needed tracks between Newark and Penn Station. Phase 2 of Gateway, though, includes a new terminal station—Penn Station South. This would require the demolition of an entire city block at a price tag of $8 billion to build another inefficient terminal, and do nothing to alleviate conditions in the existing station. Those funds are better spent on improving Penn and regional connectivity.

This alternate plan would remove the need for Penn Station South, provide additional economic opportunity for the entire region and the opportunity to invest in projects that create smoother and smarter commutes. Through-running is the key to unlocking the ReThinkNYC vision. Highlights of that vision include:

First, build new facilities in the Bronx and New Jersey so it is possible to operate Penn Station as a through station. NJ Transit trains could be extended to Queens, the Bronx, and then along existing Long Island Railroad and Metro-North Lines; similarly, Metro-North and LIRR could be extended to New Jersey.

Next, widen and lengthen Penn’s existing platforms – and use the 31st Street side of the station for eastbound trains and the 33rd Street side for westbound ones, regardless of final destination. Universal “smart” ticketing between the systems can help erase arbitrary distinctions.

This would allow nearly 50% more trains to use the station.
NJ Transit would no longer need to use Sunnyside Yards, making it possible to instead build a major station across the East River that would have access to all of the region’s 26 commuter rail lines, Amtrak, both Penn Station and Grand Central, and seven subway lines. Sunnyside could be the new East Midtown.

In Port Morris, the light industrial neighborhood east of the Bruckner Expressway and south of Hunts Point, commuters could catch NJ Transit and Metro-North – and an extended Second Avenue Subway serving the Bronx.

An AirTrain under the East River to an expanded LaGuardia Airport would provide a quick, convenient single seat ride for millions.

New Yorkers once dreamed of, and then built, big projects. Now, in this post-Robert Moses, post-urban renewal era, planners are taught to think “politically” smaller. This approach has prevented us from addressing transportation systemically and holistically. It’s time to think big…again.

below is the same chart as the featured image.

Jim Venturi is Principal and Founder of ReThink Studio. On Twitter @jimventuri and @RethinkNYCplan.

FROM GATEWAY TO THE SUBWAY, TRANSPORTATION OFFICIALS TALK SOLUTIONS

City and State NY

The deterioration of the New York City subway system is a failure of political leadership that spans decades. Beginning with Robert Moses blocking the Second Avenue subway and culminating in Gov. Andrew Cuomo draining a whopping $450 million from the MTA budget in his six years as governor, New York’s leaders have consistently raided or withheld funding for capital projects from the city’s mass transit system.

In the following interviews with state transportation leaders – New York City Department of Transportation Commissioner Polly Trottenberg; John D. Porcari, the interim executive director for the Gateway Program Development Corporation; Assembly Committee on Corporations, Authorities and Commissions Chairman Jeffrey Dinowitz and New York City Council Transportation Committee Chairman Ydanis Rodríguez – we look at some of the possible solutions you might have missed while Cuomo and New York City Mayor Bill de Blasio have been passing the buck.

Gateway is a program of projects. It’s multiple projects that will eliminate a single point of failure for 10 percent of America’s GDP. That single point of failure is a 106-year-old bridge and a 106-year-old tunnel under the Hudson River. They carry about 200,000 people a day on 450 trains. It’s the economic lifeline for the New York metro area. Gateway will replace a bridge and a tunnel that were carrying passengers while the Titanic was still under construction.

I think the city welcomes the appointment of Joe Lhota as the new chair of the MTA. Joe is undertaking both a 30-day organizational review and then a bigger 60-day look at some of the deeper questions about what needs to be done to make some dramatic improvements to the subway system. We look forward to participating in those studies and doing what we can to help once the MTA puts some good solutions on the table.