NYC Subway Modernization
The MTA has decided to modernize and expand the NYC subway system because of the negative effects of its reduced efficiency to the economy of New York City. The deterioration of the subway comes as a paradox considering that it is currently experiencing a historical peak of ridership. Notably, the NYC subway system received 1.76 billion passengers in 2016, where the number reduced to 1.65 billion in 2017 (Lynch, 2019). The rise in the number of riders per annum has been led to a drop in its performance efficiency. According to an investigative report released by The New York Times in 2017, the NYC subway took the last position in the performance efficiency rating out of 21 subway systems across the globe.
Firstly, the MTA investment plan focuses on upgrading the infrastructural components of the subway system. Although the MTA observes that the previous upgrading efforts have improved the quality of the tracks and cars, crucial infrastructural elements of the subway are still in a poor state. The poor state of these infrastructural elements has led to the decline in its performance efficiency in recent decades. The MTA observes that the subway infrastructural elements such as communication systems, ventilation, power supply, signal, and tracks are exposed to high risks of failure. The elements with lower efficiencies include subway shops (46%), high-priority ventilation (60%), power supply (62%), tunnel lighting (70%), communication (72%), signals (74%) and stations (78%). The MTA targets to reinstate these infrastructural elements of the subway through quick repairs. The MTA is using a component-based approach to ensure that the process of repair elevates these infrastructural elements to the 21st Century standard. The component-based approach will ensure that the latest technology is integrated with these elements.
Preventive maintenance is the second strategy of the MTA investment plan. The MTA investment plan also includes the implementation of precautionary maintenance strategies of the NYC subway. Preventive maintenance, in this case, aims at extending the life of the subway facilities. Notably, the process involves the replacement or repair of components that are still in their functional states but at the same time, approaching the end of their lives. The MTA transit professionals successfully integrated preventive maintenance with the upgrade strategies of the NYC subway system in 1999. This preventive maintenance strategy increased the life of railway cars through the prevention of frequent breakdowns. Notably, the MTA transit professionals named the time interval between subsequent car repairs the Mean Distance Between Failures (MDBF). The adoption of preventive maintenance enabled the MTA to reduce MDBF by 40,000 miles. Although the MTA eventually dropped the preventive maintenance strategy in 2010 because of the inadequacy of funds, the practice was adopted again in 2017 for signals, tracks, and rolling stock.
This was a picture while going home of escalators out of order. I had to go up about 100-150 steps at the stop of Broadway Junction. Elderly and disabled people have no other alternative, but to go up or down those steps
Thirdly, the MTA investment plan aims at upgrading the control systems of the trains. The upgrade is based on the fact that the expansion of New York City has strained the conventional signaling system in the subway. More than 25 percent of the signaling system in the subway is in deplorable conditions after more than 80 years of negligence by the MTA. The MTA has begun upgrading the signaling system of the subway to the modern technology known as Communications-Based Train Control (CBTC). The CBTC adoption started in 1999, although it has occurred at a slow pace ever since. The MTA, however, increased the speed of CBTC adoption in 2017, where seven lines were already equipped with this technology hence leaving 33 lined with the outdated signaling system. The adoption of CBTC in the seven lines of NYC subway has depicted its significance in the modern system. Notably, CBTC has increased the capacity, resilience, flexibility, and safety of the subway. CBTC has, most importantly, increased the efficiency and reliability of the subway hence solving the problem of delays and congestion in the stations. The CBTC technology is expected to completely substitute conventional signaling technologies such as legacy analog interlocking signals and auxiliary way-side signaling system (AWS) in the future (Barone, 2018).
Fourth, MTA has the objective of reducing the station dwell time. MTA has observed that huge station dwell time has led to congestion hence leading to discomfort and making management problematic. MTA professionals observe that conventional designs of the New York subway stations are inadequate for the growing number of riders. MTA has indicated that most of the stations in the NYC subway are below the capacity rider capacity hence delaying the processes of boarding and disembarking from the trains. The MTA plan plans to deal with dwell time problem through construction new entrances and exits that are larger than the original ones. The MTA also plans on constructing less circuitous and larger mezzanines and corridors, and platforms that are less cluttered.
The fifth strategy in the MTA plan is to simplify the service delivery processes at the subway. The MTA considers that private companies were involved in the design of the NYC subway with the main objective of facilitating transferability to riders. Notably, the NYC subway is among many metro systems that were designed to have a collection of independent lines. However, the design is prone to delays during instances where services merge or cross. MTA hence targets to increase the utility of the lines through the simplification of subway operation, thus eliminating crossing or merging of lines.
The sixth strategy of the MTA investment plan is to standardize the services offered at the subway. This will be achieved through assigning of trains with CBTC technology to a specific line. The flexibility generated by CBTC signaling technology targets to increase the capacity of trains by 5 to 10 percent.
The seventh strategy in the MTA investment plan is increasing the loading capacity of trains. MTA can achieve this by increasing the minimum individual standing space from three feet to five feet. The strategy aims at enabling people to carry luggage and travel with their families. Moreover, the strategy also aims at providing comfort to passengers using walkers or wheelchair.
I took another picture on my way home from work. This is an outdated subway cart. We need something more modern and technologically green. When put against other competitors around the world, this looks like last place.
Finally, the MTA intends to boost the power and yard capacity in the NYC subway. The MTA has observed that the number of riders in increasing with the expansion of the town. The MTA wants to acquire more land for the construction of new stations and lines. The MTA has also invested in technologies that ensure power recycling and conservation, such as battery technology.