Well before the coronavirus struck, I noticed how trains in Asia were cleaner than in Europe, which are for the most part cleaner than in the United States. There are overlaps: the elevated BTS in Bangkok is similar to the cleaner cities in Europe, like London (but the underground MRT is similar to Singapore and Taipei), while the Berlin U-Bahn is similar to the cleaner American cities, like maybe Washington. But for the most part, this holds. The issue of cleanliness is suddenly looking more important now in a pandemic.
How much cleaning is necessary overall?
It is unclear. Singapore has 56,000 registered cleaners and Taipei has 5,000; even assuming Taipei just refers to the city proper, Singapore has five times as many per capita. When I visited Taipei in December it was visibly messier, and Taipei City Mall felt more lived-in than comparable underpasses in Singapore, but the City Mall was not dirty, and the Taipei MRT did not feel any dirtier than the Singapore MRT. The infection rates in both countries are very low – Taiwan’s are much lower per capita nowadays, though this has other explanations, such as higher mask usage and less international travel.
How much cleaning is necessary for specific tasks?
In Singapore, SBS Transit announced increased cleaning levels on January 30th. Cleaners disinfect vehicles and stations at the following rates:
- Trains: every day
- Buses: every week
- Train stations: three times a day
- Bus stations: every two hours
In Japan, JR East’s Shinkansen trains are cleaned at Tokyo Station in 7 minutes. There are many pieces on the subject, describing how a crew of 22, comprising one cleaner per second-class car and two to three per first-class car (“green car”), sweeps an entire train so fast. Many of the tasks are not required for metro service, but passenger density is higher in metro service than in intercity service.
One advantage of regular cleaning, say once per roundtrip, is that there hasn’t been so much time for the train (or bus) to become grimy. Two hours’ dirt is easier to pick up, sweep, or water and dry than a day’s dirt.
How much does all of this cost?
Cleaner wages track local working-class wages, and differ greatly; a city with the per capita income of New York, Paris, or London will have to pay more than one with that of Berlin or Tokyo. On top of what the English-speaking middle class thinks is an appropriate wage for an unskilled worker the agency will need to pay a premium to account for the fact that fast cleaning is a difficult job even if the required education level for it isn’t high.
What is more controllable and comparable is staffing needs. The sources for JR East’s cleaning crew productivity differ, but the reasonable ones say it’s 20 trains per day. This already accounts for downtime, so if trains aren’t quite frequent enough for there to always be some train to occupy a cleaning crew, an agency is probably still capable of squeezing 20 trains per daily crew shift. If a roundtrip with turnaround time is two hours, then this means about one cleaning crew is needed per 2.5 trainsets operated in regular service, rising to about one cleaning crew per 1.8 trainsets taking weekend days into account; this can be adjusted if a train runs peak-only, since part-time shifts are common in this sector.
How can equipment be made easier to clean?
Some materials are easier to clean than others. Transit agencies should use these in future procurement, and look into emergency orders to retrofit existing trains and buses. Metal poles are easier to clean than leather straps, and hard plastic and metal seats are easier to clean than padded ones. I suspect that bench seating is easier to clean than bucket seating, since it is possible to run a mop down the entire bench.
As with schedule planning, cleaning planning should integrate operating and capital expense optimization. That is, public transportation agencies should budget for cleaning whenever they buy a bus or train or build a train station, and make decisions on layout and materials that reduce the spread of disease and increase the efficiency of cleaning as well as maintenance and other operating costs.
What else can be done?
Hand sanitizer! Taipei and Singapore both distribute it at stations, and if I remember correctly, so does Bangkok. It made me feel less grimy, especially after long walks in Taipei or any exposure to the outdoor air pollution of Bangkok.
In addition, fomite removal is a good idea, which means any of the following:
- Barrier-free train stations, or if not then automatic fare barriers like those of Taipei or Singapore or London rather than ones requiring pushing by hand as in New York and Paris.
- Automatic train doors, since implemented on newer trains in Berlin and I think in the rest of Europe as an emergency measure, without requiring button pushing.
- Disposable chopsticks for pressing buttons on elevators, as in South Korea.
Do passengers care?
Yes. I’ve taken the Berlin U-Bahn a few times in the last few weeks, to view apartments and most recently (earlier today) to buy matzos from a kosher grocery store far from my neighborhood. I don’t sit anymore, not trusting even the hard metal seats at the stations, let alone the padded cloth ones on the trains. Neither do many other riders, so there’s about the usual number of standees on the trains, trying to distribute ourselves as evenly as possible inside the train and avoid loud or space-taking passengers, even as many seats stay empty.
Would I sit if this were Singapore? Probably. As of the small hours of 2020-04-08 Europe time, Singapore has 1,500 infections and Berlin has 4,000 on two thirds the population, but a big share of Singapore’s cases are imports, and the MRT is vastly cleaner than the U- and S-Bahn here. And then there’s Taiwan, with 400 cases on a population of 24 million.
Why is this not done already?
Managers love metrics, and the costs of cleaning are much easier to quantify than the benefits. Therefore, they cut cleaning whenever there is a budget crunch. Within the English-speaking world, Singapore is a standout in cleanliness, because Lee Kuan Yew decided it was important and launched a campaign to sweep public spaces. In Japan, one of the articles about the seven-minute cleaning process talks about the history of how JR East hired a new manager who has previously been at the safety division – within the company of course, this is Japanese and not American business culture – and said manager, Teruo Yabe, improved morale by taking worker suggestions and promoting line workers to supervisory roles.
I don’t want to dunk on Anglo business culture here too much – London has cleaner trains than Berlin, and is about comparable to Paris. Nor is this quite a cultural cleave between the West and Asia, since Singaporean business culture pilfers the most authoritarian aspects of Japan (long hours, face-time culture) and the Anglosphere (at-will employment, no unions to speak of) and melds them together.
My suspicion is that low standards in the US in particular come from a sense of resignation among managers who don’t really use their own systems, and view the passengers in contempt. New York has an added sense of grit, in which people romanticize the 1970s and 80s and think enduring trash on the street, high crime rates (no longer high), delayed trains, cockroaches, rats, and drivers who play Carmageddon is part of what makes one a Real New Yorker. Consider how the New York- (and London-)suffused urban discourse treats “antiseptic” as a pejorative, viewing Singapore as a less real city because it isn’t killing thousands of its people, soon to be tens of thousands, from coronavirus.
Can Western cities get better?
Absolutely! Especially New York, which has nowhere to go but up.
Most of the positive aspects of Continental Western Europe that awe Americans, like convenient urban public transportation and six weeks of paid vacation per year, are recent, rarely going farther back than the 1970s and 80s. The Swiss planning maxims I repeat to Americans as mantras were invented in the 1980s and implemented in the 1990s and 2000s.
This is even truer of East Asia – in the 1960s Japan was middle-income and the rest of East Asia was very poor; the Shinkansen opened in 1964, but the speed and efficiency standards as we know them only go back to the 300 Series, put into service in 1992. Moreover, the state of Shinkansen cleaning was not so good 15 years ago, before JR East put Yabe in charge. The high cleanliness levels are a recent success, not some ingrained feature that goes back to the 7th century and can’t possibly be replicated elsewhere.
New York needs to look at itself in the mirror now, when it is the global center of a pandemic with death toll that will most likely surpass even the highest-end estimates of those of Wuhan. Is “antiseptic” really a bad trait for a city? If cleaning is a priority, see above for what it takes to do it right. And if it isn’t, I’m sure New York will be more than happy to have another pandemic in the future.