New York To End 24 Hour Subway Service

Not all is roses for 24 hour subway service.

The reason for ending 24 hour subway servcie in New York is……

Ai??that it would allow for longer windows to perform maintenance work needed to keep the system in good repair for daytime commutes.

….is the same as TransLink’s maintenance needs for its light-metro lines.

The real problem is that those who call for 24 hour servcie on subways or light-metro, haven’t a clue about the costs of metro operation, nor the time needed for proper maintenance.

Trains just don’t magically operate, yet many politicians and the public think they do.

Subways are just very expensive, any way you look at them.

Preventative maintenance is essential to prevent delays on transit.

Sweeping Proposal Calls for End to Overnight Subways, Massive Rail Redevelopment

The Fourth Regional Plan, released Thursday, also calls for a reenvisioned Penn Station, uniting the region’s commuter rail systems and changes

By Andrew Siff and R. Darren Price

A new, greatly expanded Penn Station complex. Linking Metro-North, New Jersey Transit and the Long Island Railroad into one regional commuter rail system. Ending overnight subway service. Moving Madison Square Garden.

These are just some of the radical infrastructure changes recommended in the influential Regional Plan Associationai??i??s long-ranging blueprint for the future of transportation in the tri-state area, released Thursday.

The recommendations, part of a nearly 400-page document called The Fourth Regional Plan, outline potential fixes for not only the cityai??i??s transit woes but everything from coping with climate change to increasing the quality of life and economic prowess of the region as it moves into the 21st century.

And these arenai??i??t necessarily pie-in-the-sky ideas: the Regional Plan Associationai??i??s previous three plans, released in 1929, 1960 and 1996, all included many recommendations that were later adopted by city, state and federal governments and bodies in the years that followed.

Hereai??i??s some of the biggest things to look out for in the transportation portion of the Fourth Regional Plan:

Ending overnight subway service, adding new subway lines and modernizing the mass-transit system under new management

For any New Yorker who has grabbed an early-morning train home from a late night at work or out on the town, this one could hurt: The Fourth Regional Plan calls for an end to 24-hour subway service, replacing overnight trains with bus service. The reasoning behind the move is that it would allow for longer windows to perform maintenance work needed to keep the system in good repair for daytime commutes.

For the rest of the story, click here.


5 Responses to “New York To End 24 Hour Subway Service”
  1. eric chris says:

    Centralized and expensive subways requiring too many “feeder buses” causing too much road congestion are dinosaurs and obsolete. Prediction: subways will be too expensive to maintain in the next decade and will be replaced by inexpensive privately run automated electric shuttles providing door to door service.
    Translink retains the 480 route for peak hours
    By Ryan Patrick Jones, Nov. 26, 2017

    “Translink has decided to continue operating the 480 bus line with peak-periods service only, reversing an earlier proposal to cancel the route altogether….. said Rex Hodgson, a senior planner with Translink… Cancelling it would have meant students travelling from Richmond would have to take the Canada Line and transfer to buses towards UBC… Students who rely on the 480 for their commute to and from UBC are happy with the decision.
    Eman Gill travels from Surrey to UBC and already takes two buses during her two-hour commute… cancelling the 480 bus would have meant an even longer commute with more transfers. I think it would have made it longer, about 15 to 20 minutes longer with two or three more transfers, Gill said. Very inconvenient.
    Others, like second-year arts student Vivian Thieu, also expressed relief in being able to avoid taking the SkyTrain during peak periods. It’s crowded, especially during the times when school ends, she said. It takes forever to get on the platforms, and it’s hot and sweaty.”
    On the other end of the socio-economic spectrum, students who can afford $250K for wheels aren’t too stressed about the level of bus service to UBC. What some planner at TransLink decides about bus service is fine by them.

    Lower fares for transit riders possible with road user levy on car owners, says SFU’s Anthony Perl
    by Carlito Pablo on November 27th, 2017

    “According to an expert in urban studies, the money for fare reduction can come from a levy on car owners for the use of roads and bridges. SFU professor Anthony Perl sees this potential with the ongoing reviews on two aspects of transportation in the region: one about fares and the other on road pricing.”

    “Lisa [says]… Ummm, don’t car drivers already subsidize transit with the transit levy they charge on gasoline? [expletive deleted] that [expletive deleted], I’m not paying more to drive my car to work- at a location not transit accessible. The nearest bus stop to my home is FIVE KM away. That sure entices me to use transit, cuz I love walking an hour each way just to get to the nearest bus stop. [expletive deleted] off…

    Trista [says]… HUB International Insurance Brokers BC, Oh [expletive deleted] off…

    Mike [says] Vancouver, British Columbia… This logic assumes that the barrier to more people not using transit is the cost when really it’s primarily other things (poor availability, uncomfortable, impractical for certain areas or trips, and of course general laziness and reliance on car culture etc.). A dollar off your fare isn’t going to change those things.”

  2. eric chris says:

    No subways in Dallas, in Dallas, roughly $740 million covers the entire annual operating expenses for public transit comprised of 90 miles (144 km) of LRT (Fox4 News in the second video clip) and all the bus service (low emission CNG buses in the first video clip). Unlike the dirty and noisy diesel buses operated by TransLink in Vancouver, the CNG buses in Dallas are clean and quiet. They cost less to operate than diesel buses and cut expenses.

    Refer to the following easy to read and understand statement of revenue and expenses on page 15 from the financial report for Dallas Area Rapid Transit (DART). It is big on substance and low on superficiality, and DART has a surplus sinking fund in the billions of dollars to maintain LRT in the future.

    In contrast, TransLink’s annual report is unintelligible and ostentatious. It unrealistically depicts models in Armani suits and designer dresses on the way to work on “public transit”, a common occurrence, for sure. TransLink providing overpriced public transit has a $4 billion deficit which is obfuscated with prestidigitation and is in no position to replace the crumbling subway and viaduct lines plagued with electrical meltdowns and mechanical breakdowns.

    In Vancouver, TransLink incurs about $2 billion in annual expenses for public transit and operates about one-half as many miles of rail transit as miles of LRT in Dallas. Complementing the unreliable rail transit (URT) by TransLink is obsolete bus service (OBS) which is mostly comprised of noxious diesel buses, along with a few token electric trolleybuses operated sparingly or not at all for appearances sake. Axing URT and OBS by TransLink here saves $1.3 billion annually to pay for electric or CNG buses and LRT in perpetuity. Billions of dollars more for TransLink or scrap TransLink to go with LRT and electric or CNG buses? Tough choice. Not really. Let’s go. Just do it.

  3. Joel says:

    Eric, I used to live in Dallas, and the last place we should be looking to for comparisons is Dallas.
    DART operates a mix of natural gas and diesel buses. Translink has diesel, CNG, hybrid, and trolley buses currently.

    The trains on DART’s light rail system only operate at 20-30 minute intervals, with only some lines reaching 15 minute service for a short hour or two during peak.
    The DART system has not achieved 30 million passengers/boardings per year yet. In comparison, Translink has over 10 times that amount annually, and over 110 million boardings on the rail system (Canada, Expo, Millennium lines).

    DART has gone through a number of huge fiscal crises in the last decade or so, not too dissimilar to Translink, and has a massive amount of debt incurred from building the LRT lines, which caused part of the issue.

    Service levels have a huge impact on annual operating costs, and Translink has insanely higher service levels and vastly more coverage provided by the transit system (including bus since both DART and Translink operate bus networks).

    I am definitely in support of building a vastly expanded rail system in Metro Vancouver, consisting mainly of LRT/tram, but while there may be a few useful pieces we can learn from system like DART, they are far inferior (as a whole) in terms of the service they provide compared to what we currently have.

  4. Haveacow says:

    Actually Dallas and DART is going to build its D2 Project, a 2.4 mile, 5 station LRT tunnel. It has to because all the many branches of its very long LRT system all pass through a single downtown right of way which currently has its LRV capacity maxed out during the peak periods. This means that, the very low frequency of service on many of its low frequency branches can’t increase at all. The federal government has ok’d funding up to 60 percent but a state and especially local contribution currently is missing. Dallas and the State of Texas has gotten very use to the increased tax revenue from its booming downtown. Which has been attributed to the LRT and the fact big corporations don’t want to be in suburban office parks anymore, it’s too expensive to service and keep up all those parking lots and structures. I have a feeling this money will be found.

    Dallas like several American Transit areas has seen massive growth in its core from young people and older buying condos. Now even young families are moving into the adjoining neighborhoods because the communities are complete, have character and great existing schools. You can walk everywhere and the stores are already there. Which lowers the insurance costs for Texas drivers and businesses, whom already pay some of the highest rates in the US.

  5. Haveacow says:

    Keeping in mind that, New York especially Manhattan, has many options for closing some lines and keeping others open. There are so many paralel metro lines you could change many on a nightly basis. This qurantees all the lines get some maintenance. I have been on the Lexington line at 3:00 am it’s busy! Sometimes passengers have to even stand because it’s so busy!

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