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新冠疫情重创美国公交系统,客运量十年内或将无法恢复

新冠疫情重创美国公交系统,客运量十年内或将无法恢复

Marco Quiroz-Gutierrez 2021-11-07
一些上班族被迫在家办公,一些人害怕坐公交会感染新冠肺炎。受此影响,美国公交的乘客数量大幅下滑。

新冠疫情给许多行业带来了毁灭性的打击,而其中受挫最重的当属交通运输行业。

在纽约、芝加哥、旧金山等美国大城市,公共交通系统对上班族、游客和普通人来说都是不可或缺的。

然而,新冠疫情彻底改变了这一切。

一些上班族被迫在家办公,一些人害怕坐公交会感染新冠肺炎。受此影响,美国公交的乘客数量大幅下滑。

旧金山湾区捷运系统(Bay Area Rapid Transit)是旧金山和旧金山湾区的公共交通系统。总经理罗伯特·鲍尔斯告诉《财富》杂志,在新冠疫情爆发前,该系统每天服务42万名乘客,是当时旧金山-奥克兰海湾大桥日客运量的两倍。

在2020年3月的几天封锁隔离期间,旧金山湾区捷运系统失去了90%的客运量。由于车费和停车费占其收入的三分之二,旧金山湾区捷运系统的总损失高达约10亿美元。

旧金山的交通系统并非唯一受到影响的交通系统。芝加哥交通管理局(Chicago Transit Authority)和纽约大都会运输署(Metropolitan Transportation Authority)的客运量分别下滑了80%和90%。三地交通系统的损失合计高达数十亿美元。

美国公共交通协会(American Public Transportation Association)的数据显示,截至今年10月底,全美公交客运量仅为新冠疫情前的62%左右。

随着美国的新冠疫苗接种率缓慢上升,许多州的新冠肺炎病例数量下降,交通系统客运量略有回升,但仍然不及新冠疫情前的水平。

芝加哥交通管理局的负责人多瓦尔·R·卡特二世说:“如果没有联邦政府发放的紧急救助资金,我们可能很难维系芝加哥的交通服务。”

在2020年3月美国的新冠疫情恶化后,美国交通部(U.S. Department of Transportation)的联邦交通运输管理局(Federal Transit Administration)扩大了紧急救助项目的范围。联邦交通运输管理局设立之初旨在帮助遭受洪水和飓风等自然灾害侵袭的交通运输机构。3月,联邦交通运输管理局扩大了受助对象的范围,开始帮助所处州府州长宣布进入新冠疫情紧急状态的交通运输机构。

9月初,联邦交通运输管理局还宣布额外拨款22亿美元,用于帮助部分有需要的交通运输机构维持日常运营、清洁和消毒工作,或留住员工。

纽约大都会运输署的代理主席、首席执行官雅诺·利伯表示,由于美国国会通过了三项新冠疫情救助法案,这个美国最大的交通系统也获得了140亿美元,用以维持经营运转。

这些资金可以一解眼下的困境,但纽约大都会运输署尚不确定未来几年客运量将会如何变化。利伯表示,纽约大都会运输署与咨询公司麦肯锡(McKinsey)开展了一项研究,预测客运量将下降10%至15%,而且这一情形将持续数年。他指出,这一降幅会造成大约10亿美元至15亿美元的结构性赤字,但形势仍然不明朗。

利伯称:“如果有谁说,他很清楚接下来局面会如何发展,那么他不是蠢就是在扯谎。”

旧金山湾区捷运系统的鲍尔斯指出,根据他们的预测,客运量至少在未来五到八年内都无法恢复到新冠疫情前的水平。

卡特说,政府资金也为芝加哥交通管理局提供了亟需的援助。此前芝加哥交通管理局是美国为数不多继续全面提供服务且没有裁员的大型交通系统之一。

但是,交通系统不可能永远依赖政府资金。所有交通系统都希望吸引乘客选择他们的交通方式,有些交通系统已经开始采取措施,吸引乘客回流。

新冠疫情开始时,芝加哥交通管理局每天损失的交通费用收入高达近100万美元。因此,芝加哥交通管理局在2022年预算计划中提出削减车票价格,尝试吸引一些乘客回流。根据提议,单程票价将保持不变,但单日无限次车票将减半至5美元,单月无限次车票将从105美元降至75美元。

鲍尔斯表示,旧金山湾区捷运系统在9月也为所有车票打了五折。

他说,随着各大企业为员工提供更加灵活的工作时间,客流由高峰时段转移到了其他时段,旧金山湾区捷运系统和其他交通系统必须做出相应调整。

“(我们需要确保)人们重返办公室后首选的出行方式是公共交通。”鲍尔斯说,“我们要保持整洁、安全、可靠,我们要成为他们的首选。”

尽管近来交通运输当局眼见客运量急剧下降,但一些交通系统的情况似乎正在慢慢好转。利伯表示,纽约市地铁目前的客运量约为新冠疫情前的55%,公交车客运量为60%出头,通勤铁路客运量约为50%。

尽管未来客运量将如何变化仍然不明朗,但利伯指出,他对此持乐观态度,主要是因为纽约大都会运输署发现周末和自由出行的客运量出现了增长,已经达到了新冠疫情前的65%至75%。

“自劳动节以来,客运量一直在逐步但不间断地增长。”利伯说,“我们的客运量几乎每周都节节攀上新高,所以局面正在朝着积极的方向发展。”(财富中文网)

译者:钱功毅

新冠疫情给许多行业带来了毁灭性的打击,而其中受挫最重的当属交通运输行业。

在纽约、芝加哥、旧金山等美国大城市,公共交通系统对上班族、游客和普通人来说都是不可或缺的。

然而,新冠疫情彻底改变了这一切。

一些上班族被迫在家办公,一些人害怕坐公交会感染新冠肺炎。受此影响,美国公交的乘客数量大幅下滑。

旧金山湾区捷运系统(Bay Area Rapid Transit)是旧金山和旧金山湾区的公共交通系统。总经理罗伯特·鲍尔斯告诉《财富》杂志,在新冠疫情爆发前,该系统每天服务42万名乘客,是当时旧金山-奥克兰海湾大桥日客运量的两倍。

在2020年3月的几天封锁隔离期间,旧金山湾区捷运系统失去了90%的客运量。由于车费和停车费占其收入的三分之二,旧金山湾区捷运系统的总损失高达约10亿美元。

旧金山的交通系统并非唯一受到影响的交通系统。芝加哥交通管理局(Chicago Transit Authority)和纽约大都会运输署(Metropolitan Transportation Authority)的客运量分别下滑了80%和90%。三地交通系统的损失合计高达数十亿美元。

美国公共交通协会(American Public Transportation Association)的数据显示,截至今年10月底,全美公交客运量仅为新冠疫情前的62%左右。

随着美国的新冠疫苗接种率缓慢上升,许多州的新冠肺炎病例数量下降,交通系统客运量略有回升,但仍然不及新冠疫情前的水平。

芝加哥交通管理局的负责人多瓦尔·R·卡特二世说:“如果没有联邦政府发放的紧急救助资金,我们可能很难维系芝加哥的交通服务。”

在2020年3月美国的新冠疫情恶化后,美国交通部(U.S. Department of Transportation)的联邦交通运输管理局(Federal Transit Administration)扩大了紧急救助项目的范围。联邦交通运输管理局设立之初旨在帮助遭受洪水和飓风等自然灾害侵袭的交通运输机构。3月,联邦交通运输管理局扩大了受助对象的范围,开始帮助所处州府州长宣布进入新冠疫情紧急状态的交通运输机构。

9月初,联邦交通运输管理局还宣布额外拨款22亿美元,用于帮助部分有需要的交通运输机构维持日常运营、清洁和消毒工作,或留住员工。

纽约大都会运输署的代理主席、首席执行官雅诺·利伯表示,由于美国国会通过了三项新冠疫情救助法案,这个美国最大的交通系统也获得了140亿美元,用以维持经营运转。

这些资金可以一解眼下的困境,但纽约大都会运输署尚不确定未来几年客运量将会如何变化。利伯表示,纽约大都会运输署与咨询公司麦肯锡(McKinsey)开展了一项研究,预测客运量将下降10%至15%,而且这一情形将持续数年。他指出,这一降幅会造成大约10亿美元至15亿美元的结构性赤字,但形势仍然不明朗。

利伯称:“如果有谁说,他很清楚接下来局面会如何发展,那么他不是蠢就是在扯谎。”

旧金山湾区捷运系统的鲍尔斯指出,根据他们的预测,客运量至少在未来五到八年内都无法恢复到新冠疫情前的水平。

卡特说,政府资金也为芝加哥交通管理局提供了亟需的援助。此前芝加哥交通管理局是美国为数不多继续全面提供服务且没有裁员的大型交通系统之一。

但是,交通系统不可能永远依赖政府资金。所有交通系统都希望吸引乘客选择他们的交通方式,有些交通系统已经开始采取措施,吸引乘客回流。

新冠疫情开始时,芝加哥交通管理局每天损失的交通费用收入高达近100万美元。因此,芝加哥交通管理局在2022年预算计划中提出削减车票价格,尝试吸引一些乘客回流。根据提议,单程票价将保持不变,但单日无限次车票将减半至5美元,单月无限次车票将从105美元降至75美元。

鲍尔斯表示,旧金山湾区捷运系统在9月也为所有车票打了五折。

他说,随着各大企业为员工提供更加灵活的工作时间,客流由高峰时段转移到了其他时段,旧金山湾区捷运系统和其他交通系统必须做出相应调整。

“(我们需要确保)人们重返办公室后首选的出行方式是公共交通。”鲍尔斯说,“我们要保持整洁、安全、可靠,我们要成为他们的首选。”

尽管近来交通运输当局眼见客运量急剧下降,但一些交通系统的情况似乎正在慢慢好转。利伯表示,纽约市地铁目前的客运量约为新冠疫情前的55%,公交车客运量为60%出头,通勤铁路客运量约为50%。

尽管未来客运量将如何变化仍然不明朗,但利伯指出,他对此持乐观态度,主要是因为纽约大都会运输署发现周末和自由出行的客运量出现了增长,已经达到了新冠疫情前的65%至75%。

“自劳动节以来,客运量一直在逐步但不间断地增长。”利伯说,“我们的客运量几乎每周都节节攀上新高,所以局面正在朝着积极的方向发展。”(财富中文网)

译者:钱功毅

While the pandemic devastated many industries, one of the hardest hit was transportation.

In some of the biggest cities in the U.S. including New York, Chicago, and San Francisco, the public transportation systems are essential for workers, tourists, and everyday people.

The pandemic radically changed that situation.

With some workers confined to their homes and others nervous about contracting COVID-19 on public transportation, ridership numbers plummeted.

Bay Area Rapid Transit, BART, which serves San Francisco and the Bay Area, was servicing 420,000 riders per day pre-pandemic—twice the daily volume of those crossing the Bay Bridge at the time, BART general manager Robert Powers told Fortune.

Over the course of a few days of lockdown in March 2020, BART lost 90% of its ridership. With fares and parking fees making up about two-thirds of its revenue, the total loss amounted to about $1 billion.

But San Francisco’s transit system wasn’t the only one affected. Both the Chicago Transit Authority (CTA) and the Metropolitan Transportation Authority (MTA) in New York City saw ridership levels decline 80% and 90%, respectively. For all three transit systems together, losses were in the billions.

As of late October, national transit ridership was only about 62% of what it was pre-pandemic, according to the American Public Transportation Association.

With the U.S. vaccination rate slowly increasing and COVID cases dropping in many states across the U.S., transit systems have seen a slight recovery in ridership, still, nothing like pre-pandemic levels.

“If it wasn’t for the emergency relief funding that we got from the federal government, we would be having a very difficult conversation about transit service in Chicago,” noted Dorval R. Carter Jr., president of the CTA.

After the pandemic worsened in the U.S. in March 2020, the U.S. Department of Transportation’s Federal Transit Administration expanded its emergency relief program. Originally created to assist transit agencies struggling with natural disasters such as flooding and hurricanes, in March the agency expanded its purview to help transit agencies in states where the governor had declared an emergency owing to the COVID pandemic.

In early September, the Federal Transit Administration also announced an additional $2.2 billion in funding for select transit agencies that needed help with maintaining day-to-day operations, cleaning and sanitizing, or retaining staff.

Thanks to three COVID relief bills passed by Congress, the nation’s largest transit system, the MTA in New York City, is also getting $14 billion to keep its operations going, said Janno Lieber, acting chair and CEO of the MTA.

The funds will help for now, but the MTA still doesn’t know for sure what ridership will look like in the coming years. The organization conducted a study with the consulting company McKinsey that predicted a 10% to 15% shortfall in ridership that will persist for years, said Lieber. This decline equates to about $1 billion to $1.5 billion in structural deficit, he said, but the situation is still uncertain.

“Anybody who tells you they know exactly where this is headed is either a dope or they’re lying,” Lieber said.

In the Bay Area, BART’s Powers said that based on the organization’s projections, ridership won’t return to pre-pandemic levels for at least the next five to eight years.

Government funding provided much-needed relief as well for the CTA, which was one of the few large transit systems in the country that continued to run full service and did not lay off any employees, said Carter.

But transit systems can’t rely on government funds forever. All of them are eager to attract riders to their transportation options, and some have taken steps to lure customers back.

After losing nearly $1 million per day in fare revenue at the beginning of the pandemic, the CTA proposed fare cuts in its 2022 budget plan to try to lure back some riders. One-way fare prices would stay the same, but it proposed halving the price of a single-day unlimited ticket to $5 and reducing the price of an unlimited monthly pass to $75 from $105.

For the entire month of September BART also offered 50% off on all fares, Powers said.

With ridership habits changing from peak rush hour to other times as companies give workers more flexibility with their schedules, BART and other transit systems will have to adjust, said Powers.

“When somebody is coming back into the office, their first choice needs to be public transportation,” Powers said. “We need to be cleaned, we need to be safe, we need to be reliable, and we need to be their first choice.”

Despite the drastic declines in ridership seen by transit authorities up until recently, things seem to be slowly on the upswing for some transit systems. In New York City, subways are at about 55% of pre-COVID levels, buses at a little over 60%, and commuter railroads are at about 50%, Lieber said.

Although the future of ridership remains uncertain, Lieber said he is optimistic especially because of increased levels of ridership the MTA has experienced on weekends and in discretionary travel, which have reached about 65% to 75% of pre-COVID levels, he noted.

“The trend has been gradually but consistently upward since Labor Day,” Lieber said. “Virtually every week, we hit a new record in terms of ridership, so things are heading in a positive direction.”

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