Don’t look now, but Metro-North’s parent agency, the MTA, is about to play Grinch. They’re considering a plan to ban booze on all their trains. Here’s the story.
Last summer a young lady riding the Long Island Railroad was killed when she slipped into a gap between the platform and her train. She was, allegedly, drunk. Rather than fix the problem (the gap), the railroad is blaming the passenger. This just doesn’t make sense.
We don’t know if the young lady bought her booze on the train, at Penn Station or at a corner deli in Manhattan. We don’t know if her inebriation caused her to fall, as there have been plenty of other such accidents involving stone cold sober commuters.
I’m no lawyer, but I don’t see how the railroad can be held responsible for the passenger’s behavior, though it should certainly be liable for the unsafe conditions at the station.
The answer is not prohibition. Banning the sales of booze on railroad property won’t sober up determined commuters who wants to enjoy a beer on their way home. It will just make them more creative, hiding their brew in a brown bag. Is this really how the railroad wants to treat its customers, as criminals? What’s next… breathalyzers?
Every time the Commuter Council floats the idea of cellphone-free “Quiet Cars”, the Metro-North brass says “no way”, claiming it doesn’t want to turn conductors into cops. And now they’re suggesting conductors police the consumption of beverages on the train?
Already we’re getting reports that GCT cart sales and bar-car tenders are limiting customers to the purchase of two drinks… an “old rule”, we are told, but one that veteran commuters tell me they’ve never heard of.
In full disclosure let me acknowledge that I don‘t drink. I gave it up 20+ years ago. I am no fan of the bar cars as I think they’re wasting space for convivial stand-up drinking when what we really need is more seats for the standees. (Metro-North only has ten bar-cars in its fleet of 343, so what’s the big deal?)
But while I’m no bar-fly, I’ll argue strongly that commuters should have the right to drink if they do so responsibly. Last I checked there hasn’t been a problem with rowdy drunks enroute. Nor has there been a spate of auto accidents when Dashing Dan’s stagger off the train and into their cars.
During the season of Christmas parties it’s up to all of us to behave… and keep an eye out for our fellow travelers. Would Metro-North rather send revelers back to their auto’s for their drive home from the city?
Connecticut’s Department of Transportation, which hires Metro-North to run our trains, has already announced that any attempts at prohibition by MTA won’t hold sway in the Nutmeg State, so drink up boys. Here’s a toast to the railroad that’s living in the past.
Prohibition didn’t work in the 1920’s and it won’t work today.
==================================
JIM CAMERON has been a Darien resident, transit activist and Metro-North commuter for 15 years. You can reach him at Cameron06820@gmail.com or www.trainweb.org/ct
December 22, 2006
December 03, 2006
"Old Cars, New Cars"
New rail cars are on their way, slowly, for Metro-North commuters in Connecticut. If all keeps to plan, the ribbon cutting ceremony for the first car will be three years from now. But, delivered at a slow but steady rate, it will be 2010 or 2011 before you’ll probably ride in a shiny new M8 car with any consistency… and pay a buck more per ride for the privilege.
But now there’s discussion of ordering more M8 cars by diverting money from the “CSR Program” that’s rehabilitating the oldest cars in the fleet. That’s a terrible idea, and here’s why.
Remember the winter of 2003 when the lethal combination of granular snow and weeks of sub-freezing temperatures pretty much ground the railroad to a halt? Sure you remember! One third of all trains were cancelled, and the few that did run were packed like the IRT at rush hour.
That was the fiasco that convinced the legislature that “Hartford, we have a problem” and wheels started turning to order new rail cars. But given the slug-like pace of design and bidding, even lawmakers who never commute knew we needed a stop-gap to keep the trains rolling ‘til the new cars arrived. Thus was born the “CSR” or Critical Systems Replacement program.
The oldest 250 cars in our aging fleet, the M2’s dating from 1970, were to be gutted and rebuilt. Out with the old, snow-vulnerable motors and exposed electronics, and in with the new. Mind you, none of this work would change the car interiors, except for new windows. So chances are you never knew if you were riding in an original or CSR’ed car.
The plan was to process four cars per month until all 250 cars would be finished in five years. Well, here we are four years later and only 28 cars have been completely rebuilt while another 112 cars have had a partial job done. The CSR program has recently slipped from doing two cars a month to one.
Mind you, the cars that have been “CSR’ed” are much more reliable, running double the miles before breaking down compared with the older, un-rehab’ed cars. And most importantly, the CSR cars run much better in bad weather, especially snow. That reliability is crucial if we’re to avoid another “melt-down” like the winter of ’03.
That’s why the suggestion that the CSR program could be curtailed and its funding moved into ordering additional new M8 cars just doesn’t make sense. We need those old cars fixed, now.
If you live in a house with a leak in the roof, you fix it first before considering possibly installing skylights in a few years.
The new M8 cars are still being finalized in design. No prototype has been built, let alone tested. What if there’s a problem that delays delivery of the new M8’s? What do we do then to keep the railroad running?
Even when the new M8’s do arrive, we don’t want to take one new car and junk an old one. The hope is to expand the fleet, to offer more trains with more cars at more times. That means keeping part of our existing fleet and modernizing it to get more years of life out of our investment.
The CSR program is essential, not only to keep our decrepit railroad running ‘til the new M8 cars arrive, but to expand our fleet and offer more service for decades to come. If we want to expand our M8 car order, let’s go to the legislature and tap some of the state’s $486 million budget surplus, not cut corners on an already delayed, essential rehabilitation program that we know is working.
==================================
JIM CAMERON has been a Darien resident, transit activist and Metro-North commuter for 15 years. You can reach him at Cameron06820@gmail.com or www.trainweb.org/ct
But now there’s discussion of ordering more M8 cars by diverting money from the “CSR Program” that’s rehabilitating the oldest cars in the fleet. That’s a terrible idea, and here’s why.
Remember the winter of 2003 when the lethal combination of granular snow and weeks of sub-freezing temperatures pretty much ground the railroad to a halt? Sure you remember! One third of all trains were cancelled, and the few that did run were packed like the IRT at rush hour.
That was the fiasco that convinced the legislature that “Hartford, we have a problem” and wheels started turning to order new rail cars. But given the slug-like pace of design and bidding, even lawmakers who never commute knew we needed a stop-gap to keep the trains rolling ‘til the new cars arrived. Thus was born the “CSR” or Critical Systems Replacement program.
The oldest 250 cars in our aging fleet, the M2’s dating from 1970, were to be gutted and rebuilt. Out with the old, snow-vulnerable motors and exposed electronics, and in with the new. Mind you, none of this work would change the car interiors, except for new windows. So chances are you never knew if you were riding in an original or CSR’ed car.
The plan was to process four cars per month until all 250 cars would be finished in five years. Well, here we are four years later and only 28 cars have been completely rebuilt while another 112 cars have had a partial job done. The CSR program has recently slipped from doing two cars a month to one.
Mind you, the cars that have been “CSR’ed” are much more reliable, running double the miles before breaking down compared with the older, un-rehab’ed cars. And most importantly, the CSR cars run much better in bad weather, especially snow. That reliability is crucial if we’re to avoid another “melt-down” like the winter of ’03.
That’s why the suggestion that the CSR program could be curtailed and its funding moved into ordering additional new M8 cars just doesn’t make sense. We need those old cars fixed, now.
If you live in a house with a leak in the roof, you fix it first before considering possibly installing skylights in a few years.
The new M8 cars are still being finalized in design. No prototype has been built, let alone tested. What if there’s a problem that delays delivery of the new M8’s? What do we do then to keep the railroad running?
Even when the new M8’s do arrive, we don’t want to take one new car and junk an old one. The hope is to expand the fleet, to offer more trains with more cars at more times. That means keeping part of our existing fleet and modernizing it to get more years of life out of our investment.
The CSR program is essential, not only to keep our decrepit railroad running ‘til the new M8 cars arrive, but to expand our fleet and offer more service for decades to come. If we want to expand our M8 car order, let’s go to the legislature and tap some of the state’s $486 million budget surplus, not cut corners on an already delayed, essential rehabilitation program that we know is working.
==================================
JIM CAMERON has been a Darien resident, transit activist and Metro-North commuter for 15 years. You can reach him at Cameron06820@gmail.com or www.trainweb.org/ct
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