Published July 28, 2020
Listen to the fifth episode of Urban Green Live, hosted by Urban Green Council CEO John Mandyck. This livestreamed interview series features industry experts from NYC and around the globe to talk about solutions for a zero-carbon future.
On July 28, 2020, we were delighted to welcome Pat Foye, CEO & Chairman of the New York Metropolitan Transportation Authority, to the program. In this episode, Pat and John discuss the reopening plans for the MTA as well as the longer term vision for its reliability and sustainable operations.
Key Takeaways
The MTA (Metropolitan Transportation Authority) is crucial for New York City’s reopening and plays a significant role in achieving a low-carbon future.
-> The MTA serves as the backbone of New York City’s transportation system, providing essential services through subways, buses, and commuter trains.
-> Public transportation produces far fewer greenhouse gas emissions compared to private cars; by encouraging the use of the MTA, it helps decrease the city’s overall carbon footprint.
MTA implemented rigorous disinfecting protocols for subway stations, trains, buses, and other transit vehicles.
-> Mask-wearing is mandatory for both passengers and employees, with over 90% compliance on subways and buses.
-> The subway system closes from 1 AM to 5 AM for thorough cleaning.
-> They’ve distributed millions of masks, gloves, and hand sanitizers to ensure safety.
Speakers
John Mandyck
Chief Executive Officer
Pat Foye
Chairman & CEO MTA
Q&A
John Mandyck: What are you doing for the many MTA buildings that house many hundreds of people? Have you put any measures in place to get the building folks back to work safely?
Pat Foye: The short answer is yes. At 2 Broadway we’ve divided the workforce into two teams and we’ve asked half the people to come in on certain days and the other half to come in the other days. We are monitoring the temperature of everybody who enters this building, and the buildings are full of hand sanitizer and social distancing reminders. Additionally, a significant portion of our non-operating workforce has been working remotely during the pandemic.
John Mandyck: Can you please explain what regenerative breaking is and how it lowers carbon emissions?
Pat Foye: The principle of regenerative braking is to take energy that is generated by the wheels on subway cars, store it, and use it. It’s easy to describe. It’s difficult to put into practice.
John Mandyck: There are no documented cases of surface fomite transmission of SARS-CoV-2, yet the MTA is shutting down the subway every night and spending large amounts of money on surface disinfection.
What do you say to the argument that surface disinfection is hygiene theater? Will you consider suspending surface cleaning and moving those funds to more effective and aggressive rollout of UV systems?
Pat Foye: The public health officials are focused on the aerosol issue as are we, but surface contamination is a possibility. So our answer is that we’re pursuing both.
The disinfecting of the stations and the rolling stock and buses is extraordinarily important. It minimizes health risks to customers and employees. We’re going to continue doing that and continue exploring aerosol solutions.
John Mandyck: Regarding the congestion pricing you discussed earlier, what can speed up the timeline for this? What can you tell us about a plan to deploy it?
Pat Foye: There’s two pieces to congestion pricing. There’s the part that the MTA is responsible for and controls, then there’s the bureaucratic process in Washington. A very talented woman named Allison C. de Cerreño, who I work with at the Port Authority, is responsible for congestion pricing. She and Daniel DeCrescenzo, who’s the director of MTA bridges and tunnels, are working together on congestion pricing.
The part that we’re responsible for is the design of the system which is on time and on budget. There will come a point later this year where we will not be able to go forward further to finalize the design without federal approval. That’s just the way the federal environmental laws work.
John Mandyck: Does the system still use parts and technology from the original 1930 systems such as signals as has been reported? Will those be upgraded anytime soon?
Pat Foye: There is a some of the old signaling systems. Two lines have been replaced with a system called communication-based train control. We’re pursuing a more advanced communication-based train control for new lines. The lines that have been re-signaled are the L train and the 7. The new capital plan, which is on pause, provides funding for six additional lines.
John Mandyck: What is the MTA strategy on the effect of fleet electrification on MTA’s electric charges, particularly the demand charges?
Pat Foye: First, we are hoping that the capital plan will come off a pause and we’ll be able to pursue the order for 500 electric buses with a goal of electrifying the whole system. In terms of demand charges, we have been working with various vendors at our bus depots. We have also experimented with charging devices in streets.
The electricity supply issue is an important logistical one, and we’re in the process of working with not only bus manufacturers but also financial sources.
John Mandyck: To what extent has the MCA looked at the carbon impact of the electricity consumed by rail transit?
Pat Foye: We’ve looked at the issue. We do everything we can to buy the most environmentally friendly energy that we can. Given the size of our consumption and the fact that we need reliable power, we’re very focused on both the financial and environmental considerations.
John Mandyck: What is the plan for the reduction of diesel on the commuter rail?
Pat Foye: We’re moving away from diesel locomotives in all cases where there are commercial and reliable options. That’s true on Long Island Railroad (which is doing a procurement now), Metro North, and with respect to work trains in the subway system.
John Mandyck: How will MTA make traveling via subway more attractive so that more people will use it again?
Pat Foye: First, we’re focused on the disinfecting. 70% of customers surveyed say that the subways, stations, and cars have never been cleaner. We’re going to continue to pursue pilot programs. Lastly, the mask issue is really fundamental and is a low tech solution. The higher the mask compliance and the penetration of masks in any environment, including public transit, the less spread of the virus. All public health officials agree.
John Mandyck: What do you see as the long-term impact to the MTA from Covid-19?
Pat Foye: Going back to Roman times, many great cities have been struck by pandemics and have come back even bigger and better. I believe that will be the case with respect to New York. We believe ridership will increase after Labor Day. We’re not going to get back to five and a half million customers in September of this year, but ridership will continue to increase.
John Mandyck: Other than money, what do you see as the greatest challenge facing the MTA?
Pat Foye: We are dependent on the health of New York City and New York State, and we affect it. The MTA will play a vital part of the economic recovery and the job creation in this region. Beyond that, the pandemic’s a national issue, it requires a national solution. Nearly 10% of the national GDP is generated in this region. It’s in the national interest to fund the MTA and to get us over this short-term fiscal tsunami.
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