We are expecting to finally receive the Transit Authority’s first draft of the MSII contract within the next week. Once it is received, we will review the document thoroughly and work through the necessary revisions until we reach a point where we are comfortable moving forward with a final agreement.

Additionally, this week we expect to hear management’s proposal regarding the BCC. We have been waiting for months to learn what that proposal entails, as it has been holding up the OA/Queens and MTA Bus agreements for several months.

While we would like to wrap up all of these contracts as soon as possible, it is critical that the final language in these agreements is correct and will stand the test of time.

I thank you and appreciate your patience but bear with us, we will get the finish line soon.

Philip Valenti, President

While the New York City Transit Authority continues to publicly dismiss claims made by the Unions that bus radios are experiencing serious connectivity issues, their own actions tell a different story.

In a recent email sent to Dispatchers, the Transit Authority added “No Radio Response” as an option in the BusTrek App.

If there were no connectivity problems with the bus radios, there would be no need to create an option specifically identifying when a bus does not respond to radio communication.

This addition is a clear acknowledgment that the problem exists, despite management’s continued public claims to the contrary.

See the email below that was sent to Dispatchers.

A new option has been added to the Bus Trek Notifications form for situations where the bus radio is unresponsive after several attempts.

If you are working to resolve a service problem and the bus radio is unresponsive after several attempts, you may now document the incident by selecting No Radio Response.

The process to record an incident remains the same:

• Click or tap the row on the Recap Sheet
• Select Take Action
• Verify General Information
• Identify the problem
• Record the action:
  • Filter Action by Bus Operator
  • Select No Radio Response

Please see the example below for reference.

By Marina Samuel

Juan Quinones said he only started taking the bus in the last six months, after enrolling at Bronx Community College, where he studies history. He began riding the Bx40 and Bx42— two lines that link Throggs Neck to West Fordham and serve as critical routes for commuters.

He described bus reliability as “hit or miss” and said he often chooses to walk 40 minutes from his home in Belmont to University Heights rather than wait.

“I would skip school because my class lasts for an hour and the bus will sometimes take an hour to show up,” Quinones said. “I just give up. I’m not that patient, so I just walk home.”

As he spoke with the Bronx Times, a Bx42 bus skipped the stop at University Avenue and Burnside Avenue, where he and several other riders had been waiting for 20 minutes.

On the live bus tracking website, there is not always an explanation for delays or skipped stops. On the day Quinones waited, a service alert read: “You may wait longer for these buses,” listing 19 Bronx routes.

“We’re running as much service as we can with the buses and bus operators we have available,” the alert continued — a common notice posted during delays.

According to union officials and workers, that explanation tells only part of the story.

Union officials and workers who spoke with the Bronx Times, the service disruptions that riders experience daily are rooted in deeper maintenance and staffing problems inside bus depots across the city.

A recent audit of maintenance records conducted by the Transit Workers Union Local 100 found that several buses at the Gun Hill Depot with histories of brake problems and other mechanical issues were cleared for service despite documented safety concerns. 

The union reviewed brake lining reports for the entire fleet and uncovered that 23 buses at the Gun Hill bus depot had been operating with dangerously thin brake pad readings without being repaired in order to meet schedule for the twenty bus routes it operates.

Bronx’s Busiest Bus Routes Often Receive Low Service Ratings

Only one of the Bronx’s 45 bus routes received an A grade, according to a 2025 report by the Office of the New York City Comptroller.

*Monthly average ridership excludes non-paying riders.

Table: Marina SamuelSource: Office of the New York City Comptroller, Metropolitan Transportation AuthorityGet the dataCreated with Datawrapper

Scott Steinberg, division chairman of the Manhattan and Bronx Surface Transit Operating Authority (MaBSTOA) maintenance for TWU Local 100, working in collaboration with Local 106, the bus supervisors union, said he pulled a report from the AVM system — a computer-based program that measures brake lining levels — and brought it to local management.

Management then pulled three random buses of the 23 to verify the AVM data. When those buses were lifted and inspected, mechanics found multiple brake defects relating to linings, calipers, wire harnesses, pigtails and sensors.

According to the union, none of the 23 buses initially had work orders created to track or ensure repairs. Only after the three buses were physically inspected and defects confirmed were the majority of vehicles flagged for inspection and repair with work orders created.

While three buses of the 23 had been fixed, the majority of buses are still in service due to what the union described as “lack of parts.”

But union officials say the issue is not isolated to Gun Hill, but a citywide issue.

A recent fleet status log from the West Farms Depot shows that of the 256 buses needed to meet morning service goals, 74 were down for varying reasons, ranging from scheduled maintenance, defects, to active repairs. Yet a summary report from the same day lists 246 buses as having left the depot — meaning some buses flagged for repairs were still put into service.

The MTA did not respond to specific questions from the Bronx Times regarding the union’s audit findings, including how the agency diagnoses brake wear and determines whether a bus is safe to remain in service. The agency insists, however, that it does not send out unsafe buses.

“No bus enters service with a known safety issue. Fleet maintenance follows established policies and oversight, and any buses that do not meet those standards are kept off the road,” said MTA spokesperson Michael Cortez. 

The union president John Chiarello testified to the MTA Board on Feb. 25 with the audit findings, stating that the union would be going to every depot to review the bus reports and ensure that there are work orders created to repair the issue. 

“We do everything under the guidelines of safety, not just for our members but for the safety of the riding and walking public,” Steinberg said.

Short staff and extended overtime

According to the union, this pattern has persisted for years for one critical reason: Staffing, or lack thereof. 

Since 2019, many mechanics have retired or been fired. When COVID-19 hit, the MTA issued a hiring freeze, and vacancies grew. Union officials say many of those positions have still not been filled to meet the demand for repairs.

“They’re not hiring the staffing levels that’s needed to deal and work on these buses to keep them safe for the public,” said Donald Yates, vice president of MaBSTOA at Transit Workers Union Local 100, who represents bus operators, maintainers, cleaners, clerical workers, protection agents and traffic checkers on Manhattan and Bronx routes.

“They’ll borrow buses from other locations. They’ll set it up, set the bus operators down in the swing room, send out half the service, fudge numbers, and say that the service went out 90% or so,” Yates added.

In the same West Farms log showing 246 buses leaving the depot, ten operators were listed as call-outs. According to the union, those operators were available — but the buses were not.

To meet repair demands, mechanics are often required to work double shifts, meaning they can work up to 16 hours in a day, with only an eight-hour break in between. Steinberg recounted two instances in February in which mechanics and line supervisors were disciplined after falling asleep on the clock following consecutive double shifts.

The MTA did not respond to questions from the Bronx Times about whether current staffing levels are sufficient to meet maintenance demands.

“They’re working so much overtime, in order to try to keep up with it, that it’s gotten to the point that it’s just not safe anymore,” said Tom Lenane, director of maintenance at the union.

‘Fear and intimidation’

The push to deliver buses on schedule has intensified over the last year, according to the union. They allege that management has given direct verbal orders to line supervisors to send out buses with known defects.

“They like to rule with fear and intimidation, and they weaponize the disciplinary system towards us,” Steinberg said.

Following the union’s audit, an emergency meeting was held on Feb. 27 at the Zerega Bus Maintenance and Training Facility with superintendents from depots across the city — a managerial level above line supervisors.

The meeting was led by Chief Maintenance Officer Daniel Cardoza, who said the Department of Buses would draft new policies outlining how brake wear should be read and when a bus must be removed from service.

Steinberg described the meeting as highly irregular and likened it to “damage control.”

Service affected

The consequences of the gap between required service, available buses and available operators are felt daily at bus stops across the Bronx.

As the most bus-dependent borough in New York City, disruptions ripple quickly through neighborhoods where many residents lack reliable subway alternatives. For many Bronx residents, buses are the only option to travel through the borough.

In December, a Bx6 bus with a history of brake issues crashed into several vehicles in Longwood after being cleared for service, according to the Daily News.

The MTA just doesn’t get it!

Instead of addressing and fixing the real issues that make the Maintenance Line Supervisor position so tough and undesirable, management continues to take the easy way out — repeatedly opening the job to the public — instead of making the necessary changes to make this demanding position attractive to the very mechanics who already know the job, the equipment, and the system.

The Maintenance Line Supervisor is the only supervisory title, in operations that Transit has consistently opened to the public. That fact alone should tell you everything you need to know.

If the position were structured properly — with reasonable hours, adequate support, clear authority, and real work-life balance — experienced mechanics would be lining up for the opportunity. Instead, the Authority keeps trying to fill the vacancy without fixing the vacancy’s cause.

You don’t solve a retention problem by lowering the bar.You solve it by raising the standard of how the job is treated.

But if your interested, go ahead and apply!

On Monday, March 2, 2026 at 11:00 AM, we will be welcoming George Alvarez, Assemblymember representing the 78th District in the Bronx, to our offices for a meet and greet with our officers and members.

Assemblymember Alvarez serves on several key committees in the New York State Assembly, most notably the Transportation Committee, Labor Committee, and Codes Committee — all of which directly impact our members and the work we do every day.

If you would like to meet Assemblymember Alvarez, please arrive at the office by 10:30 AM.

Kindly notify your Division Chairman if you plan on attending.

District 78

Whether you are Active or Retired, if you move, remember to call us @ (718) 601-7100 to let us know your new address so we can update our database.

The Leadership Team at the Transit Supervisors Organization – TWU Local 106 recognizes that the freedoms we enjoy as Americans were secured through the extraordinary courage and sacrifice of heroes like Eric Slover and Royce Williams, who were awarded the Medal of Honor last night.

Their bravery, selflessness, and unwavering commitment to this nation represent the very best of what it means to serve. Because of men like them, we are able to live, work, and raise our families in freedom — a freedom that should never be taken for granted.

On behalf of our entire organization, we extend our deepest respect and gratitude for their service and sacrifice.

Transit management has decided they can simply cancel the Regular Days Off (RDO’s) of MSII’s due to the recent snow storm — without offering alternative days off.

Simply put: that is a violation of our contract.

We understand that severe weather requires proper staffing. No one is arguing that the system shouldn’t be staffed during a storm. But canceling scheduled RDO’s outright — without rescheduling them — crosses the line.

MSII’s are not managers, and we will not allow management to treat them as such.

Under our agreement, MSII’s are entitled to two consecutive days off per week, except in emergencies. Even in an emergency, while days off may be separated, members are still entitled to two days off within that week. Canceling RDO’s entirely is not permitted.

This action will be grieved this week.

We will enforce the contract. Period.

Philip Valenti, President

Yesterday, February 20th, marked the first time that the Union and Management formally sat down to begin discussions on the MTA Bus contract. Although the contract expired on December 31, 2024, there was no practical reason to meet sooner due to several significant obstacles that had to be resolved first. With those issues now behind us, the Local 106 MTA Bus Negotiating Team determined that the timing was finally right to move forward.

As expected, the meeting was productive. Both sides engaged in meaningful dialogue and set the framework for continued discussions.

However, our most significant challenge remains the MTA Bus multiplier pension system. This pension structure is inferior to even the worst aspects of Tier 6 and continues to place our members at a disadvantage. Unfortunately, meaningful reform of the multiplier system will be extremely difficult unless Transport Workers Union Local 100 is able to secure the necessary pension improvements in their upcoming negotiations.

As you know, our MTA Bus pension is tied to Local 100 through prior agreements. Because of established pattern bargaining and previous arbitration decisions affirming our right to follow the Local 100 pattern, our ability to independently alter the pension structure — even through arbitration — would not likely succeed.

While we delayed the start of negotiations for strategic reasons, we are now aligned with the OA and Queens units in terms of timing. We are actively pushing to have all outstanding contracts concluded as soon as possible. As is often the case, we are currently awaiting management’s responses on several key demands before the next phase of negotiations can move forward.

We will continue to keep the membership informed as developments occur.

Local 106 Maintenance Chairman Antonio Serrano sounded the alarm on a serious safety issue at the MaBSTOA, Gun Hill Depot after in-service buses began appearing on AVM reports with dangerously low brake linings.

Tony is not only a veteran of the United States Military, he is also a seasoned Transit Maintenance Supervisor who has spent years in the field. When Antonio Serrano raises a safety concern, it is not speculation — it is based on experience, knowledge, and a deep understanding of bus maintenance operations. When Tony speaks, people should listen.

Yesterday at Gun Hill Depot was no different.

His concerns immediately drew the attention of the no-nonsense safety team from Transport Workers Union Local 100, who responded to the depot and ordered buses taken out of service to be inspected. Fernando Salomons, UTLO Vice President, was also on the scene. Management was send into a scramble to try and address the issue.

What was discovered is deeply troubling:

• Buses operating on the road with low brake linings
• Buses with defective brake sensors
• No corresponding work orders to track or ensure repairs

These are not minor paperwork oversights — these are critical safety issues involving equipment that carries thousands of New Yorkers every single day.

Unfortunately, this comes as no surprise to anyone who has worked in the Bus Division long enough. There is a culture of “smoke and mirrors” where buses that should never leave the depot are sent out anyway — all to make the division’s numbers look good to upper management.

But safety cannot be sacrificed for statistics.

Local 106 will continue to stand with those who refuse to compromise on safety. When our Maintenance Chairman sounds the alarm, it is because there is a real issue — and we will not ignore it.

Public safety, operator safety, and member protection will always come before optics.

This is just the first Depot on the list of many depots that will now undergo the same scrutiny and safety inspection.