Southern Brooklyn

MTA Makes The Right Decision To Shut Down The System

Flooding at the Coney Island Train Yards after Hurricane Irene (Source:

THE COMMUTE: The MTA, in an unprecedented move, shut down the entire mass transit system beginning at 12 noon on Saturday in anticipation of Hurricane Irene. Some may wonder why it was necessary to shut down the system so early. That is because it takes approximately eight hours to entirely shut it down when you consider that the entire Coney Island Yard, the largest subway yard in the world, as well as other low lying yards such as the 148th Street terminal had to have their subway cars evacuated by placing them in areas of the subway not prone to flooding.

Water removal from the subway system is a necessity, with pumps removing 13 million gallons of water daily because of the many underground streams beneath the surface of New York City. A hurricane increases that number dramatically. Buses from low-lying depots were also relocated.

Of course there was a downside. Some people with midnight shifts at hospitals or evacuation centers, for example, had to leave their homes 12 hours in advance in order to get to work. Then there is the economic impact for businesses that depend on mass transit for their customers.

However, the alternative of leaving the system operational, poses the risk of flooded buses or passengers stranded for hours in subway trains, as was the case this past winter, a situation the MTA desperately wanted to avoid again. It is also much easier to get the system up and running once the storm is over, after a complete shutdown with all the equipment in safe locations and undamaged.

It takes much longer, however, to bring it back up than to shut it down because every foot of track has to inspected for debris, which has the potential to cause an accident. The integrity of elevated structures must be checked as well. Water has to be pumped out of flooded areas, and trains have to first be moved back to the yards before being placed back in service. Also, any open cut, such as the Brighton and Sea Beach lines, where trees may have fallen, have to be cleared.

It is easier to get the buses back in service and that process began on a staged basis on Sunday at about 4 p.m. The subways started resuming at 6 a.m., but full service could not be restored by the Monday morning rush hour.

Historical Perspective

A decision to keep the buses and trains in service throughout the storm could have resulted in damage to buildings and equipment. That was the case on December 12, 1992 when a Nor’easter hit New York City. At that time, the MTA was lucky and purchased hazard insurance protection just weeks before that storm. The losses were recouped by insurance and FEMA. However, after that incident, the insurance companies removed rainstorms from the coverage.

A second claim was made after the first World Trade Center bombing in 1992. The blizzard of January 78 1996 also resulted in the MTA recouping $8 million from the same sources. (Further snow events were no longer covered.) A payment of $30 million for extra costs and damage was paid to all the MTA agencies after 9-11. That payment resulted in acts of terrorism being removed from the policy. Several smaller claims were also paid for derailments and the blackout of August 14, 2003. My staff and I assembled all those insurance claims.

It may still be possible for the MTA to recoup from FEMA some of the expenses of shutting down and bringing the system back up as Protective Measures to avoid damage, if a claim is submitted.


As a Monday morning quarterback, it is easy to say that the MTA decided to close the system too early and could have waited another few hours until 5 p.m. when residents of Zone A were required to evacuate. Perhaps that would be correct, but at the time the MTA made the decision at 8 a.m. to begin closing down at noon, the hurricane — which was later downgraded to a tropical storm — was due to hit New York City around 8 p.m. It arrived later.

As it turned out, we were very lucky and much of the predicted doom and gloom did not materialize. However, when you are dealing with large numbers of people, it is always better to be safe than sorry. The MTA performed well this time.

The Commute is a weekly feature highlighting news and information about the city’s mass transit system and transportation infrastructure. It is written by Allan Rosen, a Manhattan Beach resident and former Director of MTA/NYC Transit Bus Planning (1981).

Comment policy


  1. hell , it just so happens that I do not drive unknown drunk people in my car for huge possibility of them puking on my seats 🙂 and that I’m not a superhero like you 🙂

  2. Where did they store the trains and buses?  Do other yards and depots have the capacity to absorb the overflow?

  3. The trains were stored on the subway tracks. Remember, the trains were not running. As far as the buses, I’m not sure. They may have parked them in employee parking lots where private cars are usually parked. Some may have been parked on city streets near the depots. The depots do not have capacity to accommodate additional buses.

  4. Thank you for your comment. It should be safe to assume that you are a faithful reader of “The Commute” by stating that nothing I’ve said previously made any sense. So I would have to assume that you do not agree that the MTA deserves credit for its work during and after 911. You agree with the MTA’s service cuts last year especially cutting the B4 to Coney Island Hospital on middays and weekends so that now you can only transfer from the B68 to the B4, but not in reverse.
     You believe it is perfectly fine for 14 in service B1 buses in a row to bypass West End Avenue and leave passengers there waiting for over half an hour. You fully agree with the Comptrollers’ Audit criticizing the MTA. You believe the MTA and DOT are correct in not discussing the effects of reducing roadway capacity by 33% when implementing Select Bus Service or even mentioning that would be occurring or that spending $20 million to save the average passenger 1.7 minutes on the proposed B44 makes perfect sense (and that savings is from the MTA’s own report.) You are opposed to the Transit Lockbox Act and support the raiding of transit funds by state lawmakers. Need I go on? I’ve taken the opposite postiions in all of the above, the positions that don’t have “a shred of common sense.”

  5. I agree that the MTA made the correct call to shut down the system. The MTA is not Superman; it can’t run through the extraordinary. It made that mistake in the big blizzard.

    And at least eight bus depots are in areas that were in realistic danger of flooding (two were also in Zone A).

Comments are closed.