Samuelsen's 10 Point Plan: Will This Work?

[MHV9218]

So as we all know, there's been a ton of debate as of late regarding what should be done to improve our beleaguered subway. Never mind the fact that half to most delays are the fault of passengers, or that the subway is still miles better than it was only a couple decades ago, the apocalypse is apparently now and we must act. Or so we've heard. 

 

I have my issues with John Samuelsen--I think he fails to actually back his workers, treats himself like a king, and takes politically stupid stances on issues like B/O crashes--but this is is his plan to fix the subway. [i'm leaving out the factually misguided Cuomo-praising end of the plan...seems like he's just sucking up to the State, even if it's worse for workers.]

 

TWU 10 POINT WORK BOOTS ON THE GROUND PLAN

 

1) Inspect signals more frequently.

 

2) Provide more signal emergency response teams (SERT) with accompanying trucks.

 

3) Strategically deploy maintainers across the system.

 

4) Develop Standard Operating Procedures and Provide Training

 

(specifically for signal maintenance)

 

5) Shorten the inspection cycles for subway cars

 

6) Shorten the scheduled maintenance cycles for subway cars

 

7) Correct pre-service train car inspection issues

 

8) Provide more Road Car Inspector Emergency Response Teams

 

9) Provide ‘gap trains’ strategically

 

10) Take a fresh comprehensive look at bus service.

 

Now, obviously everything on this list is stuff that the TWU supports, since it means hiring more people and putting more hands to work. My question is how essential we think these issues are. I can't figure out what the 'gap train' plan really is for midtown Manhattan and other situations. The other inspection procedures seem reasonable, but I don't think MDBF is really the problem to put the most focus on. If I had a say, I'd be reopening crossovers left and right. Nothing helps a system like flexibility, and the removal of a variety of underused crossovers to save maintenance costs seems like a worse and worse idea every day. I think every station token clerk/attendant fired in 2010 should be rehired, and platform controllers should be added, like those at the 42nd St. pilot program. Needless to say that all of Cuomo's idiotic station window-dressing should be canned immediately and the money redirected. But what else is the answer? Is Samuelsen on to anything?

[RailRunRob]

So as we all know, there's been a ton of debate as of late regarding what should be done to improve our beleaguered subway. Never mind the fact that half to most delays are the fault of passengers, or that the subway is still miles better than it was only a couple decades ago, the apocalypse is apparently now and we must act. Or so we've heard. 

 

I have my issues with John Samuelsen--I think he fails to actually back his workers, treats himself like a king, and takes politically stupid stances on issues like B/O crashes--but this is is his plan to fix the subway. [i'm leaving out the factually misguided Cuomo-praising end of the plan...seems like he's just sucking up to the State, even if it's worse for workers.]

 

TWU 10 POINT WORK BOOTS ON THE GROUND PLAN

 

1) Inspect signals more frequently.

 

2) Provide more signal emergency response teams (SERT) with accompanying trucks.

 

3) Strategically deploy maintainers across the system.

 

4) Develop Standard Operating Procedures and Provide Training

 

(specifically for signal maintenance)

 

5) Shorten the inspection cycles for subway cars

 

6) Shorten the scheduled maintenance cycles for subway cars

 

7) Correct pre-service train car inspection issues

 

8) Provide more Road Car Inspector Emergency Response Teams

 

9) Provide ‘gap trains’ strategically

 

10) Take a fresh comprehensive look at bus service.

 

Now, obviously everything on this list is stuff that the TWU supports, since it means hiring more people and putting more hands to work. My question is how essential we think these issues are. I can't figure out what the 'gap train' plan really is for midtown Manhattan and other situations. The other inspection procedures seem reasonable, but I don't think MDBF is really the problem to put the most focus on. If I had a say, I'd be reopening crossovers left and right. Nothing helps a system like flexibility, and the removal of a variety of underused crossovers to save maintenance costs seems like a worse and worse idea every day. I think every station token clerk/attendant fired in 2010 should be rehired, and platform controllers should be added, like those at the 42nd St. pilot program. Needless to say that all of Cuomo's idiotic station window-dressing should be canned immediately and the money redirected. But what else is the answer? Is Samuelsen on to anything?

This makes sense to me. These steps sound like solid thinking on how to stabilize and optimize the system.  This is going to be a War on multiple fronts. But step one logically would have to be stabilize the system and maximize what you have. Nothing else matters if you don't have a system expand apon.

[Via Garibaldi 8]

So as we all know, there's been a ton of debate as of late regarding what should be done to improve our beleaguered subway. Never mind the fact that half to most delays are the fault of passengers, or that the subway is still miles better than it was only a couple decades ago, the apocalypse is apparently now and we must act. Or so we've heard. 

 

I have my issues with John Samuelsen--I think he fails to actually back his workers, treats himself like a king, and takes politically stupid stances on issues like B/O crashes--but this is is his plan to fix the subway. [i'm leaving out the factually misguided Cuomo-praising end of the plan...seems like he's just sucking up to the State, even if it's worse for workers.]

 

TWU 10 POINT WORK BOOTS ON THE GROUND PLAN

 

1) Inspect signals more frequently.

 

2) Provide more signal emergency response teams (SERT) with accompanying trucks.

 

3) Strategically deploy maintainers across the system.

 

4) Develop Standard Operating Procedures and Provide Training

 

(specifically for signal maintenance)

 

5) Shorten the inspection cycles for subway cars

 

6) Shorten the scheduled maintenance cycles for subway cars

 

7) Correct pre-service train car inspection issues

 

8) Provide more Road Car Inspector Emergency Response Teams

 

9) Provide ‘gap trains’ strategically

 

10) Take a fresh comprehensive look at bus service.

 

Now, obviously everything on this list is stuff that the TWU supports, since it means hiring more people and putting more hands to work. My question is how essential we think these issues are. I can't figure out what the 'gap train' plan really is for midtown Manhattan and other situations. The other inspection procedures seem reasonable, but I don't think MDBF is really the problem to put the most focus on. If I had a say, I'd be reopening crossovers left and right. Nothing helps a system like flexibility, and the removal of a variety of underused crossovers to save maintenance costs seems like a worse and worse idea every day. I think every station token clerk/attendant fired in 2010 should be rehired, and platform controllers should be added, like those at the 42nd St. pilot program. Needless to say that all of Cuomo's idiotic station window-dressing should be canned immediately and the money redirected. But what else is the answer? Is Samuelsen on to anything?

I responded to his 10 point plan in another thread and agreed with most of them.  The main issue is all of this costs money, and where does that money come from? If the had the funds, I'm sure they would argue that they would already be implementing some of these plans.  

 

I don't think they would go for the majority of them though because of the costs, and with buses, they would simply argue that there is nothing that they can do to improve service that they aren't already doing, which is shortening routes, adding SBS service to speed up trips, etc. Outside of that, they would argue that they can't control traffic, and therefore this the best that they can do.

 

I would beg to differ.  One thing I've been raising hell about is having drivers adhere to the schedules, and when those schedules can't be met, changing them so that they are realistic.  We are not talking about rush hour either, but outsid of rush hour when traffic runs better and there is the possibility of B/Os adhering to the schedules in some capacity.  In some cases the schedules are fine as they are, but because B/Os are either afraid of being written up for running hot, or find difficulty in adhering to the schedule, they continue to come late (leave the terminal late on purpose), and that to me is just simply not acceptable.  When I see guys coming 10 - 15 minutes late consistently, I file complaints because they usually never get back on schedule, and it leads to a longer commute unnecessarily. I can understand leaving a few minutes late, but some guys really go overboard.  If it is late at night, no one is going to want to wait 20 minutes for a bus that is supposed to leave at such and such time and is now leaving at almost when another bus is due.  These are the sorts of things that have to be stopped and I think the whole idea of penalizing B/Os only when they run early needs to be examined as well.  

 

I also would like to see BusTime enforced more.  There are still some guys playing games and not showing up on BusTime, and those are usually the biggest offenders with the whole showing up 20 minutes late thing and then you can't track them. I had one guy who pulled out NOT IN SERVICE for a few stops, could not be tracked and then went into service further up. I was furious because I had to wait another 30 minutes for the next bus.  This is another regular problem that needs to be stopped, and it seems to be a really big problem with local buses.

[Lance]

So as we all know, there's been a ton of debate as of late regarding what should be done to improve our beleaguered subway. Never mind the fact that half to most delays are the fault of passengers, or that the subway is still miles better than it was only a couple decades ago, the apocalypse is apparently now and we must act. Or so we've heard. 

 

I have my issues with John Samuelsen--I think he fails to actually back his workers, treats himself like a king, and takes politically stupid stances on issues like B/O crashes--but this is is his plan to fix the subway. [i'm leaving out the factually misguided Cuomo-praising end of the plan...seems like he's just sucking up to the State, even if it's worse for workers.]

 

TWU 10 POINT WORK BOOTS ON THE GROUND PLAN

 

1) Inspect signals more frequently.

 

2) Provide more signal emergency response teams (SERT) with accompanying trucks.

 

3) Strategically deploy maintainers across the system.

 

4) Develop Standard Operating Procedures and Provide Training

 

(specifically for signal maintenance)

 

5) Shorten the inspection cycles for subway cars

 

6) Shorten the scheduled maintenance cycles for subway cars

 

7) Correct pre-service train car inspection issues

 

8) Provide more Road Car Inspector Emergency Response Teams

 

9) Provide ‘gap trains’ strategically

 

10) Take a fresh comprehensive look at bus service.

 

Now, obviously everything on this list is stuff that the TWU supports, since it means hiring more people and putting more hands to work. My question is how essential we think these issues are. I can't figure out what the 'gap train' plan really is for midtown Manhattan and other situations. The other inspection procedures seem reasonable, but I don't think MDBF is really the problem to put the most focus on. If I had a say, I'd be reopening crossovers left and right. Nothing helps a system like flexibility, and the removal of a variety of underused crossovers to save maintenance costs seems like a worse and worse idea every day. I think every station token clerk/attendant fired in 2010 should be rehired, and platform controllers should be added, like those at the 42nd St. pilot program. Needless to say that all of Cuomo's idiotic station window-dressing should be canned immediately and the money redirected. But what else is the answer? Is Samuelsen on to anything?

First off, I'm going to have to disagree with you on the reasoning that most of the subway delays are passenger-related as that simply isn't true. In fact, as of late, the main problems causing delays are signal malfunctions and trains with mechanical problems. Also, while the subway is nowhere near the dire straits it was in during the low points of the 1970s and '80s, the ever-growing number of problems plaguing the system cannot be ignored by the people in charge here. If they continue to punt the issue to the next guy, we will return to those dark days.

 

To address the bullet points, in general, these seem like no-brainer ideas. Obviously, they should not wait until the equipment is malfunctioning before attempting to fix/replace it. On training, that should come with the job, shouldn't it? If workers aren't being adequately trained for their jobs, that's a different issue entirely. In regards to shortening the maintenance and inspection cycles, does that mean cars will be out of service more often or will they see less time in the shop? On the subject of gap trains, I believe a better method would be to more efficiently reroute around diversions and utilize the trains already in service. For instance, if there's an issue on the Lexington Ave preventing trains from running to Dyre Av, and there are three trains arriving within ten minutes, one of those should be diverted from 241 Street instead of having all of them run to Wakefield with nothing running to Eastchester in that span. The issue isn't a necessity of gap trains, but rather a better method of dispatching trains is needed to serve the system. Whether we see anything coming from any of these points is a matter of incentive.

[N6 Limited]

On the subject of gap trains, I believe a better method would be to more efficiently reroute around diversions and utilize the trains already in service. For instance, if there's an issue on the Lexington Ave preventing trains from running to Dyre Av, and there are three trains arriving within ten minutes, one of those should be diverted from 241 Street instead of having all of them run to Wakefield with nothing running to Eastchester in that span. The issue isn't a necessity of gap trains, but rather a better method of dispatching trains is needed to serve the system. Whether we see anything coming from any of these points is a matter of incentive.

I agree. When does the 2 get diverted, do you think the announcement/sign change should be made at E180th St? Or should the terminal on the sign be updated at Grand Concourse, so that riders aren't letting a that will eventually go to Dyre Ave pass by while waiting for a ?

 

(one quick example. I was waiting for an uptown at 125th street and it was taking forever, I let like 2 trains go by. I got on the 3rd train which went express to 145th, then went local to 168th street because of the gap in service. Now, had I not gotten on that I would have still been waiting for the at 125, also there were riders at 145th waiting at the local side of the platform while the conductor quickly said "This is going local" then closed the doors. There should be better consideration for riders.)

[Lance]

I'd prefer the information is conveyed to the riders as soon as possible so they can better prepare for that. Using the above example, if the crew knows their train will be diverted to Dyre Av when they approach 149 St-Grand Concourse, the passengers should know then, not at E 180 Street where it will exacerbate an already growing crowd condition. How they do that is at the discretion of the crew.

[RailRunRob]

I responded to his 10 point plan in another thread and agreed with most of them. The main issue is all of this costs money, and where does that money come from? If the had the funds, I'm sure they would argue that they would already be implementing some of

Money makes the world go around. How could you start improving something if you’re not willing to spend the money to do so? Wouldn’t you think by implementing some of these you’d save money in the long run? Seems a good use of funds.

 

 

Sent from my iPhone using NYC Transit Forums mobile app

[Interested Rider]

I posted this reference on another thread as I see this as a starting point for a through discussion of what are the problems with the system and here are the union's proposed solutions. In my daily review of local media on the internet, I saw this posted only once which disturbs me as the other sources and their surrogates have not proposed anything like this up to now either in print or on the internet but have criticized everything that occurs in the system and will cover it 24/7. Yet these same sources will not spend a New York minute on the proposals being put forth by Mr. Samuelsen. Instead we hear and see either the ideologue from the Socialist Republic of Cambridge with his Marie Antoinette patronizing attitude toward those of us who do ride the subway (I do but not as frequently as I feel I should) or the emperor who feels that he should be above the fray except when he needs our votes to get elected. Please spare me their hot air which could be put to better use in running the Con Edison generators.

There are a lot of points that Mr. Samuelsen raises that I agree with and one of the most important is one for clear information being given at all times to the public. This is one that I have been complaining about for years as this is something that can be corrected as little or no cost to the MTA but yet it persists. We saw this this past Friday where the B was running to Coney Island which any B or Q rider will tell you it is not true but then why was it posted. The buses are even worse with streets being mislabeled on a regular basis as if reading maps to obtain and state correct information is not part of the job. This is just one of the proposed solutions that I agree with and I feel that Mr. Samuelsen is on the right track as "this is what the problems are, these are my (and my union's) solutions". Now let us see what are their solutions or alternatives (not another commission that will report back in six months after which the public (the politicians hope) will forget about it after election) so that the changes can be made to improve the system  now.

[Via Garibaldi 8]

Money makes the world go around. How could you start improving something if you’re not willing to spend the money to do so? Wouldn’t you think by implementing some of these you’d save money in the long run? Seems a good use of funds.

 

 

Sent from my iPhone using NYC Transit Forums mobile app

That's not the way the thinks though.  They've been accused of mismanaging for years, so in an attempt to change public perception, they say hey look we're tightening our belts.  We've got costs under control!  What they look at first and foremost is how can they can maximize what service exists and cut from that to save.  That may seem very logical, but it isn't when you look at the big picture.  That's been their strategy for years, with the buses and the subways, and it is one reason why we see such crowding on the subways.  They've pushed riders to the subways for quite some time which has allowed them to quietly cut bus service here and there.  Now that bus ridership is tanking across the board overall, they argue that they're addressing the issue  as best as they can.  See how many SBS routes we're creating?  SBS is great for the .  It makes them look like they're doing something to improve service AND they get money from the Feds for new buses and the like, so why not? It also allows them cut costs by trying to run service like it's a subway. Notice that they don't have schedules for SBS buses at the actual stops, just approximate times. This gets B/Os off of the hook for keeping with the schedules and takes the pressure off of the in that regard.  My issue with it is buses are NOT subways and should not be treated as such.  I think the other thing they would like to do is run more artics thereby saving on B/O costs since you can squeeze in more passengers per bus.  It's not terrible per se, but it means less service for passengers, and on lines that have chronic issues with reliability, it makes the situation worse.  They've taken a very hard stance to communities that have requested improved service.  We've seen it time and again on the Upper East Side with the Lex lines, in Riverdale with the Bx7 and Bx10 and in other areas as well.  You can't expect to improve bus ridership when you start up new lines running service every 30 minutes.  

 

Sometimes when I look at local bus service schedules, I think they're express bus schedules because the frequencies are almost identical. 15 - 20 minute waits most of the day or 30 minute waits.  It's no secret that the longer people have to wait for a bus, the less likely they are to take it.  

[RailRunRob]

That's not the way the thinks though.  They've been accused of mismanaging for years, so in an attempt to change public perception, they say hey look we're tightening our belts.  We've got costs under control!  What they look at first and foremost is how can they can maximize what service exists and cut from that to save.  That may seem very logical, but it isn't when you look at the big picture.  That's been their strategy for years, with the buses and the subways, and it is one reason why we see such crowding on the subways.  They've pushed riders to the subways for quite some time which has allowed them to quietly cut bus service here and there.  Now that bus ridership is tanking across the board overall, they argue that they're addressing the issue  as best as they can.  See how many SBS routes we're creating?  SBS is great for the .  It makes them look like they're doing something to improve service AND they get money from the Feds for new buses and the like, so why not? It also allows them cut costs by trying to run service like it's a subway. Notice that they don't have schedules for SBS buses at the actual stops, just approximate times. This gets B/Os off of the hook for keeping with the schedules and takes the pressure off of the in that regard.  My issue with it is buses are NOT subways and should not be treated as such.  I think the other thing they would like to do is run more artics thereby saving on B/O costs since you can squeeze in more passengers per bus.  It's not terrible per se, but it means less service for passengers, and on lines that have chronic issues with reliability, it makes the situation worse.  They've taken a very hard stance to communities that have requested improved service.  We've seen it time and again on the Upper East Side with the Lex lines, in Riverdale with the Bx7 and Bx10 and in other areas as well.  You can't expect to improve bus ridership when you start up new lines running service every 30 minutes.  

 

Sometimes when I look at local bus service schedules, I think they're express bus schedules because the frequencies are almost identical. 15 - 20 minute waits most of the day or 30 minute waits.  It's no secret that the longer people have to wait for a bus, the less likely they are to take it.  

So what do you think is in order to turn things around?  Clear the Executive board and upper Managment? Getting new and younger blood in the ranks? Leverage great minds from other industries Lyft, Uber, City Mapper, MIT,CALTECH ? You know my view is let's make it happen what's the path forward. When there' no path or option to manuver around you might have to go through stagnancy isn't an option. Movement, in this case, is life for our City life for our region and the US overall with 20% of the GDP.  So I guess ultimately my question is when does an outside force step in and clean house? 

[Around the Horn]

On the subject of gap trains, I believe a better method would be to more efficiently reroute around diversions and utilize the trains already in service. For instance, if there's an issue on the Lexington Ave preventing trains from running to Dyre Av, and there are three trains arriving within ten minutes, one of those should be diverted from 241 Street instead of having all of them run to Wakefield with nothing running to Eastchester in that span.

 

 

I agree. When does the 2 get diverted, do you think the announcement/sign change should be made at E180th St? Or should the terminal on the sign be updated at Grand Concourse, so that riders aren't letting a that will eventually go to Dyre Ave pass by while waiting for a ?

 

 

I'd prefer the information is conveyed to the riders as soon as possible so they can better prepare for that. Using the above example, if the crew knows their train will be diverted to Dyre Av when they approach 149 St-Grand Concourse, the passengers should know then, not at E 180 Street where it will exacerbate an already growing crowd condition. How they do that is at the discretion of the crew.

 

This is where I'd take another cue from London, and have one of the announcement voices record, "Ladies and gentlemen, the destination of this train has now changed. This train now terminates at_____. We apologize for any inconvenience." You could even put the PA "ding" sound in the beginning...

 

Whenever, the crew changes the program while enroute, that announcement would automatically play. 

 

So in Lance's example, it would say, "Ladies and gentlemen, the destination of this train has now changed. This train now terminates at Eastchester-Dyre Av. We apologize for any inconvenience." at 149 St-Grand Concourse" 

 

After that, the conductor would come on the PA and provide more information.

[RailRunRob]

This is where I'd take another cue from London, and have one of the announcement voices record, "Ladies and gentlemen, the destination of this train has now changed. This train now terminates at_____. We apologize for any inconvenience." You could even put the PA "ding" sound in the beginning...

 

Whenever, the crew changes the program while enroute, that announcement would automatically play. 

 

So in Lance's example, it would say, "Ladies and gentlemen, the destination of this train has now changed. This train now terminates at Eastchester-Dyre Av. We apologize for any inconvenience." at 149 St-Grand Concourse" 

 

After that, the conductor would come on the PA and provide more information.

Easy peasy! 

[Via Garibaldi 8]

So what do you think is in order to turn things around?  Clear the Executive board and upper Managment? Getting new and younger blood in the ranks? Leverage great minds from other industries Lyft, Uber, City Mapper, MIT,CALTECH ? You know my view is let's make it happen what's the path forward. When there' no path or option to manuver around you might have to go through stagnancy isn't an option. Movement, in this case, is life for our City life for our region and the US overall with 20% of the GDP.  So I guess ultimately my question is when does an outside force step in and clean house? 

Yes, I think a cleaning of the house would certainly help and get in younger blood. I had the pleasure of working with the BusTime team when the app first debuted.  I would interact with them directly for the first few months.  They were great. No canned responses. I would point out an issue and get a real e-mail back addressing that specific thing and it would be addressed. They were genuinely interested in feedback and eager to improve. A lot of bureaucracy and nepotism that existed years ago still exists, and it's a big reason why the agency can't move forward.  It's been two steps forward three steps backwards for a while now.

 

I filed a complaint a few days ago about a rude B/O and actually received a response.  For months now they hadn't been sending out responses because they were so inundated with complaints.  That should tell you how bad the problem is.  I am glad that Lhota is taking the approach to stop blaming the passengers as the main culprits, because a lot of the issues do not stem from them, but rather a system that is falling apart and the need to provide longer training for new staff.  

[Interested Rider]

I have to agree that there are certain departments that need a cleansing (forced retirement) of some individuals who have become obstacles to change and I think that we can all agree on that point. As far as the favoritism and the nepotism is concerned that should be cleaned out as well. The problem is that it is not that easy to do as we see on the federal level and what I observed on the state level during my time working in state service as I ran into these people on a regular basis who did things that ran contrary to the law but yet they were able to stay on until they retired or forced to retire for one reason or another.

I have said this time and again make those in the offices have to go out in the field and work there regularly. Let them experience what it is to work in the system and get themselves "dirty" doing the work that many of them have never experienced. I, for one, believe that many of the positions that are being filled in the offices with people who never worked outside of their safe zones should not have first right for positions and instead it should be given to those that worked outside. In other words, work your way up from the entry level positions, not go directly to work in the office.

In the agency that I worked, we had virtually the same problem but then elections happened and a new commissioner was appointed who worked his way up from a parole officer. The change was dramatic as the entire culture of the agency changed and where the words "we cannot do that" became "we can and we will do it". Unfortunately when this commissioner retired, he was replaced by a person who never worked in anyplace except an office in Albany and soon it went back to politics as usual. Even though I think it is a good suggestion, I think that it will be back to business as usual as politics will take over again especially with the two of them who are running the show (or claim they have nothing to do with it) having aspirations for higher office.

That's my opinion!

. 

[Via Garibaldi 8]

I have to agree that there are certain departments that need a cleansing (forced retirement) of some individuals who have become obstacles to change and I think that we can all agree on that point. As far as the favoritism and the nepotism is concerned that should be cleaned out as well. The problem is that it is not that easy to do as we see on the federal level and what I observed on the state level during my time working in state service as I ran into these people on a regular basis who did things that ran contrary to the law but yet they were able to stay on until they retired or forced to retire for one reason or another.

I have said this time and again make those in the offices have to go out in the field and work there regularly. Let them experience what it is to work in the system and get themselves "dirty" doing the work that many of them have never experienced. I, for one, believe that many of the positions that are being filled in the offices with people who never worked outside of their safe zones should not have first right for positions and instead it should be given to those that worked outside. In other words, work your way up from the entry level positions, not go directly to work in the office.

In the agency that I worked, we had virtually the same problem but then elections happened and a new commissioner was appointed who worked his way up from a parole officer. The change was dramatic as the entire culture of the agency changed and where the words "we cannot do that" became "we can and we will do it". Unfortunately when this commissioner retired, he was replaced by a person who never worked in anyplace except an office in Albany and soon it went back to politics as usual. Even though I think it is a good suggestion, I think that it will be back to business as usual as politics will take over again especially with the two of them who are running the show (or claim they have nothing to do with it) having aspirations for higher office.

That's my opinion!

. 

That is a difficult thing to implement.  One of the things that the would argue is that they have to attract the best talent out there, and some people will not be interested in going out in the field and getting themselves dirty.  As someone who works in a white collar position (and have for years), I can tell you first hand that going out in the field on a regular basis is not something I cared for, and it was one reason why I quit one of the jobs I had that required me to be out in the field regularly in less than a month. lol

 

Now it's okay to be in the field occasionally, but the overall consensus is that those who are in white collar positions are in them for the skills that they possess, be it from a management standpoint, creativity standpoint or all of the above.  White collar positions may sound great because you usually sit in your office behind a computer screen and don't get too dirty, but they are usually long hours requiring you to manage multiple things simultaneously and make something out of nothing.  We can't overlook this, but I do agree that having these guys go into the field on occasion would be great. It keeps them in touch with the day-to-day operations.  When I worked in insurance, most of my days were spent dealing with management companies and subs, but there were times when I had to go on-site for meetings with my colleagues (usually the project managers overseeing the projects) and the other respective parties involved (usually co-op boards for residential or management companies for commercial) in person to discuss important matters in order for projects to proceed.

[B35 via Church]

So what do you think is in order to turn things around?  Clear the Executive board and upper Managment? Getting new and younger blood in the ranks? Leverage great minds from other industries Lyft, Uber, City Mapper, MIT,CALTECH ? You know my view is let's make it happen what's the path forward. When there' no path or option to manuver around you might have to go through stagnancy isn't an option. Movement, in this case, is life for our City life for our region and the US overall with 20% of the GDP.  So I guess ultimately my question is when does an outside force step in and clean house? 

In order to turn things around, this agency needs to get with the times already..... Look at how far behind we are when it comes to technology as it pertains to our public transportation system.... New York City, the big apple, the city that never sleeps, the city with the 24/7 public transportation system - and how long did it take us to get countdown clocks again??? It's embarrassing.... Man, I can't even call it half-assed to try to (or claim to want to) plan for the future with an antiquated (I'd go as far as to say obsolete) mindset of running things..... Can't keep using the 100 year old infrastructure bit as an excuse/hindrance & quite frankly, I'm sick & tired of hearing about it....

 

I'm not sure how else to put this, but it's as if the MTA does shit to shut people up, instead of having a real willingness to want to make the system better (which is why I've been saying on here for years that they're not in it for the riders)..... Like sticking a pacifier in a newborn's mouth because you're too lazy to fix the kid some damn food right then & there..... I don't think it's too much to ask... Instead of trying to ban it, We, the riders...

Want Food !!

 

 

This is where I'd take another cue from London, and have one of the announcement voices record, "Ladies and gentlemen, the destination of this train has now changed. This train now terminates at_____. We apologize for any inconvenience." You could even put the PA "ding" sound in the beginning...

+1

 

You'd think that'd be common sense, but under some great study of logic, it's supposedly better to keep riders in the dark until the verrrrrry last microsecond - then you get hit with the announcement when (for example) a train pulls into Franklin av:

 

This is a 5 to Utica, 5 train to Utica....

 

Now 5's to Utica (designated to running to Utica from jump) is commonplace, but back in my college years (early 2000's) on the ride home, that crap was done very whimsically/last second-like..... Come off the @ GCT, xfer to a nice Flatbush av bound 5... Doze off & usually wake up around Borough Hall or Nevins... Eventually get to Franklin (and a would usually be across the platform), to have to hear the train is now going to Utica for some odd reason.... Of course, by time the masses get up & dart for the 2, you hear a "stand clear of the closing doors please" from the other side of the platform - with that 2 leaving pax. in the (steel) dust.....

 

It is the reason I don't bother taking the 5 into Brooklyn & haven't done so in years......

[Interested Rider]

There are many jobs in many agencies where the perception of management is that they are totally clueless about what is going on in the field and this leads to a lot of animosity between the employee, management and the public. The agency that I worked for had to send an E-Mail to the facilities to make sure that the executive teams made rounds every day as it "supposedly" enabled managers to know what was going on at the facility. Needless to say that there were slackers who when they made their rounds just signed the book and told everyone in sight that they are not to be bothered.(A staff member wrote a memorandum on this very subject) If you read the complaints of the workers and the public both here and on other sites, it is the perception  that people with degrees from the fancy schools who have no knowledge of the system except from the books or the internet are getting these jobs and that is the problem even though there are exceptions who are quite knowledgeable and do their jobs quite well. Sometimes, it takes a major change to shake up the department and get the  problem  staff back to doing the job that they are supposed to be doing in the agency and it is unfortunate that those who are doing their jobs have to suffer. I am afraid that the changes necessary to make the MTA more accountable will not happen as long as the political leadership in the city and state want to run it as a dictatorship and hire and fire at will. 

[Via Garibaldi 8]

There are many jobs in many agencies where the perception of management is that they are totally clueless about what is going on in the field and this leads to a lot of animosity between the employee, management and the public. The agency that I worked for had to send an E-Mail to the facilities to make sure that the executive teams made rounds every day as it "supposedly" enabled managers to know what was going on at the facility. Needless to say that there were slackers who when they made their rounds just signed the book and told everyone in sight that they are not to be bothered.(A staff member wrote a memorandum on this very subject) If you read the complaints of the workers and the public both here and on other sites, it is the perception that people with degrees from the fancy schools who have no knowledge of the system except from the books or the internet are getting these jobs and that is the problem even though there are exceptions who are quite knowledgeable and do their jobs quite well. Sometimes, it takes a major change to shake up the department and get the problem staff back to doing the job that they are supposed to be doing in the agency and it is unfortunate that those who are doing their jobs have to suffer. I am afraid that the changes necessary to make the MTA more accountable will not happen as long as the political leadership in the city and state want to run it as a dictatorship and hire and fire at will.

 

The white collar folks can be connected at times. It's often times a question of who you know. I'm telling you, when I interned for the for those two summers in high school, I worked in two departments. The first one was data entry. Everyone there was very nice . Had a great supervisor and they would give me some work just to get me acquainted with office experience but never anything crazy.

 

Second year I had a boss that was basically not around in the afternoon. Would shut his door give you work to do if there was anything and that was it. I also suspected he was a bit racist. He would let me leave early, noting how well I worked but he would keep another guy behind and ridicule his work. The other guy was dark-skinned. I felt bad for the guy. It was obvious he didn't have much experience and needed some confidence on how to organize himself and work efficiently. After that year though I had to move on to more interesting things. Half the time we had nothing to do and I got the sense that the department in general had it quite easy, especially with it being summer and all. My mother had connections and helped get me in, but after that I made a way for myself, but you're right. A lot of times folks in white collar positions just have connections but don't really know anything about the field.

[DaTransitMan4608]

The white collar folks can be connected at times. It's often times a question of who you know. I'm telling you, when I interned for the for those two summers in high school, I worked in two departments. The first one was data entry. Everyone there was very nice . Had a great supervisor and they would give me some work just to get me acquainted with office experience but never anything crazy.

 

Second year I had a boss that was basically not around in the afternoon. Would shut his door give you work to do if there was anything and that was it. I also suspected he was a bit racist. He would let me leave early, noting how well I worked but he would keep another guy behind and ridicule his work. The other guy was dark-skinned. I felt bad for the guy. It was obvious he didn't have much experience and needed some confidence on how to organize himself and work efficiently. After that year though I had to move on to more interesting things. Half the time we had nothing to do and I got the sense that the department in general had it quite easy, especially with it being summer and all. My mother had connections and helped get me in, but after that I made a way for myself, but you're right. A lot of times folks in white collar positions just have connections but don't really know anything about the field.

That's why we can only hope the next generation of transportation officials are people who care about the job genuinely. It's not bad to have connections, but when you look at the job you're doing in a field like this as just a paycheck it's obvious you're gonna produce lackluster results for just that, a paycheck. 

 

To be honest, I'm sick of the bickering and blaming between the Governor and Mayor on who's responsible for maintaining the subways. At the end of the day, no one's gonna give a flying s**t about who's supposed to fix it. Folks just want it fixed so they can get to/from work, school, appointments, and what not. Just my 2 cents on the matter.  

[SmallParkShuttle]

I learned a saying as a transportation engineer: a pencil will go where a hammer can't. Managers and planners can't make good decisions if they don't understand the nature of what they're managing. People who don't understand second guess everything and end up standing in the way of progress. The news article on the zip ties being used on the NTT trains is a perfect example of a cheap, effective way of monitoring equipment performance that was misunderstood, fortunately only by the public and not by management.

 

In my opinion, someone involved in the management of railroad maintenance should have first hand experience, surround themselves with people that do, or spend time in the field to get that knowledge. Whichever way, they need to maintain in constant contact with the guys doing the work so that they know what work is being done, what work needs to get done, and the capability of their crews and equipment. Also, the people above them have to trust that the managers are doing their jobs, of course setting performance markers to ensure that is happening. Micromanaging doesn't help. Only then can effective programs be developed that will have lasting consequences.

 

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[Wallyhorse]

That's why we can only hope the next generation of transportation officials are people who care about the job genuinely. It's not bad to have connections, but when you look at the job you're doing in a field like this as just a paycheck it's obvious you're gonna produce lackluster results for just that, a paycheck. 

 

To be honest, I'm sick of the bickering and blaming between the Governor and Mayor on who's responsible for maintaining the subways. At the end of the day, no one's gonna give a flying s**t about who's supposed to fix it. Folks just want it fixed so they can get to/from work, school, appointments, and what not. Just my 2 cents on the matter.  

In the end, that is the case.  People want to get where they are supposed to be on time.  There are too many it seems who either are lazy, greedy, or otherwise want to "look good" by cutting corners and hoping it doesn't come back to bite them.

[Interested Rider]

What is coming through loud and clear is that the public wants to get to and from their destinations on time as well as safely and that there are competent people who are in the positions of power making sure that this it is being done. Anyone who either works in government or has worked in government can regale the forum readers of where the Peter Principle of persons rising to their highest level of incompetence has/had flourished to the detriment of the worker and the public at large. What bothers me is that it has gotten worse over the past many years as many agencies are no longer bottom up organizations where the employee had a say in his/her position but are a top down model where the employee has no say and are told if you do not like it, leave. It is this model that has been most destructive to the agency and most importantly to the public as the decision making process along with rule making  process has become one where even if there is mandated public input, the attitude is one where we make the decisions and we don't care about them.   The reason for this change in structure is that everything is about power and power to control which is not the American way of thinking. but a bureaucratic model that is totally anathema to our system. This is why I am so worried about what is going here as as our elected leaders have become so obsessed with micromanging as it is their key to total control of the people. There are exceptions but when the leader is obsessed with power and control on any level, he/she will do anything to hold on to this power. When we have elected persons who did this and (for that matter are doing this) the public is the loser as everything is about maintaining that power no matter what laws are on the books.

That's my opinion!