Lhota to the rescue, but where’s Blaz?

After declaring a state of emergency in the subways, Gov. Cuomo gave MTA Chairman Joe Lhota the daunting task of developing a rescue plan within 30 days. As part of the process of developing that plan, Lhota asked a small group of civic and transit leaders, including me, to review and comment on a draft. As a past MTA chair and one who cares deeply about the transit system, I agreed to help.

The final plan has now emerged, and it is a solid one. It deserves the full and equal partnership and support of the state and city. That means you, Mayor de Blasio.

The proposal is the product of a bottom-to-top review of the MTA and New York City Transit Authority, both organizationally and functionally.

But it is, pure and simple, customer-centric. All of its elements put the commuter first and are designed to address the major problems that cause system failure, and thereby result in service disruptions and worse.

Anyone who attended the presentation understood the seriousness of the charge taken by Lhota and the effort he and his staff spent developing it.

By hiring some 2,700 new workers, the city’s Transit Authority will embark on an ambitious plan to attack the major elements causing system failure.

One-third of all system delays are caused by signal failure. Much of this new workforce will be dedicated to attacking the decades-old signal system.

Lhota characterized water as a principal issue causing subway problems, and teams of workers will be assigned to deal with this problem.

Heavy duty cleaning of subway stations will be accelerated so that the commuter experiences a cleaner subway station. Additional customer service agents will be deployed throughout the system to help guide riders.

Passenger cars will be a major focus of the plan, as the Transit Authority keeps maintenance shops open 24/7 to ensure an operational fleet. More cars will be added to platforms that can accommodate them.

Innovative pilot programs, such as removing seats from passenger cars will be tested to determine if this helps relieve overcrowding.

As one who has been involved in public service, I have never been more impressed with the thoroughness and depth of proposed plan of action.

(Nor is this the end of reform; it’s the immediate action plan to reverse terrible trends of growing delays. In the coming months, Lhota has promised a Phase II plan — one with long-term transformation of the way the subways operate.)

But the action plan, now on paper, must be executed. I believe Lhota and his team have the experience to pull it off.

Responding to press question as to whom should be held responsible for this plan, Lhota unequivocally and rapidly responded, “me.” No ducking, no bobbing or weaving — a personal commitment from a man who volunteered to do this job for free.

Obviously, doing this will require resources. Lhota put the price tag on this plan at $836 million, with half coming from the State and half coming from the city. I commend Gov. Cuomo for immediately endorsing the plan and committing the state’s share.

But at this point, de Blasio has refused to agree to fund any part of the plan, claiming that the state must refund the money it took from the MTA in prior years before the city commits any additional revenue.

Particularly in times of crisis, like the fiscal crisis of the 1970s or 9/11, of which I have personal experience, real political leaders subjugate their egos and political bickering to the greater good.

In his refusal, the mayor referenced looking out for the taxpayers of New York City. The mayor instead must focus on a city transit system that is the lifeblood of the city’s economy.

Of the almost 6 million daily riders of the subway system, over 5 million are New York City residents for whom the subways are a vital part of their lives.

Yes, the mayor can continue to dig in his heels and refuse to be a partner in the system’s rescue. But, at the end of the day, this position does not serve New York City residents at all.

Mr. Mayor, write the check.