Remember the introduction of the Long Island Rail Road’s “Atlantic Ticket” discount program as a response to the New York City Council’s “Commuter Rail Fare Equalization Proposal” for southeast Queens residents several months ago?
This plan allows a discounted rush hour ticket of $5 versus $10.25 peak and $7.25 off peak. There is also a weekly, seven-day combined LIRR and NYC Transit subway pass for $60 versus $104.25.
These reduced fares will be available for those who travel from Atlantic Avenue Brooklyn LIRR Terminal to stations in southeast Queens. Now we have NYC comptroller and 2021 mayoral wannabe Scott Stringer raising the ante.
He proposes a $2.75 fare for NYC residents to ride either Long Island and Metro North Rail Road. This could have disastrous consequences to Port Washington and other LIRR branches riders, if adopted. There are still significant unresolved financial and peak service capacity issues.
Existing Port Washington branch trains that serve Little Neck, Douglaston, Bayside, Auburdale, Broadway, Murray Hill and Flushing on the Port Washington branch might be able to accommodate one to 2,000 new riders spread out over the morning and evening rush hours trains. Many would have to stand, if they are lucky enough to be able to board. There are few open seats west of Flushing.
Imagine the crowds, if thousands of the daily 66,000 NYC Transit subway riders who utilize the Flushing Main Street No. 7 station switch to the LIRR? How do you find space for riders (plus luggage) attempting to use the Port Washington branch LIRR connecting with the future LaGuardia Air Train Mets Willets Point station?
What about others attempting to board at Woodside and future Elmhurst station? There is no way existing Port Washington branch rush hour service could accommodate thousands of more new Queens customers, without adding additional trains. It costs several million per car.
Between design, engineering, procurement, construction, delivery along with inspection and acceptance, it can take five years before the LIRR can acquire additional rolling stock. The LIRR also needs additional maintenance and storage capacity for fleet expansion.
We are all aware of service disruptions due to equipment malfunction, inclement weather, switching or crossing gate problems on the LIRR. There continues to be major service disruptions due to storm and signal problems in the East River tunnels.
Problems also occur between the tunnel portals and Harold Interlockings, west of the Woodside station. This results in canceled and combined trains. People are standing in the aisles with conductors unable to check tickets.
Train trips take longer as more time is needed at stations for riders entering and exiting. At Penn Station, more time is needed before everyone can depart the train. Imagine the chaos with thousands of additional daily riders.
There is no room to run additional trains in or out of Penn Station during rush hours via the East River tunnels. Three of four tunnels running inbound during a.m. and outbound p.m. rush hours have tight spacing between trains. One tunnel is shared by the LIRR, NJ Transit and Amtrak for reverse train movements with equally tight spacing during rush hours.
There is no platform capacity at Penn Station to accommodate any additional rush hour trains. Penn Station operates at 100 percent capacity during rush hours. If one of the four tunnels is temporarily out of service, the result is numerous delays and cancellation and consolidation of trains.
NYC Comptroller Stringer also wants his proposed $2.75 fare to offer a free transfer to the NYC Transit subway. Obviously he has never traveled through either Grand Central Terminal or Penn Station during rush hours.
Both the East Side No. 4, 5, and 6 subway lines and the West Side No. 1, 2, and 3 subway lines are already operating at or above capacity. Many wait for a second subway train to arrive before being able to board.
The same is true to a lesser extent for the Atlantic Avenue, Brooklyn station travelers who attempt to access subway lines. There is little room for new riders who might want to take advantage of a free commuter rail to subway transfer. If offered, there are thousands of NYC residents already riding the LIRR and Metro North, who would also want the same free transfer.
Stringer’s $50 million dollar estimated cost for a discounted fare for all trips for residents within NYC riding on either LIRR and Metro North was just a guess. It was not based upon any concrete data. Nobody knows if the cost could easily be $100 to $200 million or more in direct farebox revenue losses for the LIRR, Metro North and NYC Transit.
The MTA has no surplus operating dollars available to cover these costs. Both Gov. Cuomo’s $168 billion and NYC Mayor Bill de Blasio’s budgets include no funding to cover these costs. Just how will the MTA make up these lost revenues?
Larry Penner
(Larry Penner is a transportation historian and advocate who previously worked 31 years for the U.S. Department of Transportation Federal Transit Administration.)
