Good morning, I’m Brian Fritsch, Associate Director of the Permanent Citizens Advisory Committee to the MTA, PCAC.

We recently released a new report, called Ridership Returns, analyzing the changing commuting patterns on the subway post-congestion pricing. Using travel data from the MTA’s open data program, we found that subway ridership grew by 7.7% in 2025, double the 3.7% growth seen in 2024, showing a strong bounce back a year after slowing post-pandemic growth. Growth in discretionary travel is outpacing weekday rush hour growth, showing riders are choosing transit even when they have other options.

In short, the data in the report is clear: Congestion Pricing is working! It’s yet another line on the long list of successes for the program, which also includes some recent legal victories against Secretary Duffy.

We hope and expect we will soon add another legal win over the Feds on Second Avenue Subway funding, and are glad the board is keeping the project moving.

We were also thrilled to hear about the RFP for almost 2,400 new subway cars, the MTA’s largest ever order. We look forward to enhanced security and accessibility features, as well as lighter, more energy-efficient rolling stock.

We also can’t wait to try out the upgraded MTA app and look forward to the forthcoming updates to better integrate OMNY transactions and the railroads.

Ending today with three quick points of caution: First, we are pushing the NYCDOE to work harder to help get digital OMNY cards off the ground. Students deserve an OMNY card that they can rely on.

Second, we are strongly opposed to any efforts to dismantle or create unworkable loopholes in the MTA’s ACE program, and released a memo against one such effort in the State Legislature.

Third, we are very concerned about Amtrak’s lack of transparency around the Penn Station project. It seems like the master developer will be picked in around a month with almost no meaningful public input. Thank you.

The post Ridership Returns! MTA Board Testimony appeared first on PCAC.

Good afternoon, I’m Brian Fritsch, Associate Director of the Permanent Citizens Advisory Committee to the MTA, PCAC.

We were thrilled to hear about the RFP for 2,390 subway cars, the MTA’s largest ever order and a key part of the 2025-29 capital plan. The R62 and R62As have served the MTA and riders well, but we’re very excited about the enhanced security and accessibility features, the push for lighter rolling stock to make the trains more energy-efficient, and more trains with an open gangway design to add capacity and make subway surfing nearly impossible. Replacing over 36% of the fleet is a huge endeavor, and we look forward to hearing more about the final design choices.

The MTA is building, while Washington tries to halt infrastructure investment and kill jobs. Their refusal to honor the Full Funding Grant Agreement for the Second Avenue Subway is a farce, and we applaud Governor Hochul and the MTA for taking the Feds to court. You’d think, at this point, after congestion pricing, counterterrorism funding, and the Gateway Program, Secretary Duffy would be tired of losing funding fights and lawsuits with New York, but here we are again. As we told Jose Martinez of the City, “this crap is getting old.” We hope for a quick and clear resolution.

Finally, we’re looking forward to the updates on the OMNY transition today. We’ve heard from our members and riders who feel the system has made immense reliability improvements over the last half year. We’re also pleased to hear that more customer-facing enhancements are on the way, including integration with the MTA app and critical info on reader screens that riders have asked for. We also are pushing the NYCDOE to work harder to help get digital OMNY cards off the ground. Students deserve an OMNY card that they can rely on.

Thank you.

The post New Rolling Stock, 2nd Ave Lawsuit, and OMNY appeared first on PCAC.

An act to amend the vehicle and traffic law, in relation to excluding violations occurring within a certain distance from a place of worship, funeral home, or similar institution from bus operation-related traffic regulations

The Permanent Citizens Advisory Committee to the MTA (PCAC) opposes S.8634 (Fernandez) – A.9565 (Taylor), which seeks to amend section 1111-c-1 of the vehicle and traffic law to clarify that certain bus operation-related traffic regulation violations shall not apply when such conduct occurs within one hundred feet of a place of worship, funeral home, or similar institution as part of participation in a ceremony or religious service.

While we appreciate this bill’s intent, we believe it is both detrimental to the needs of New York City’s two million daily bus riders and extremely difficult (if not impossible) to implement responsibly.

New York City’s buses are the slowest in the United States, largely due to double parking in bus lanes by single-occupancy and delivery vehicles. The Legislature first authorized automated enforcement for Select Bus Service in 2010. Recognizing the success of this program, Governor Hochul and the Legislature acted in 2023 to expand its use.

Today, bus operation regulations, including the MTA’s Automated Camera Enforcement (ACE) system, are active on 54 bus routes that carry over 980,000 average weekday riders, serving as a crucial tool to help speed up miserably slow buses, which average just over eight miles per hour. Data shows this program increases bus speeds by 5% and reduces collisions by 20%. Implemented in tandem with other improvements, such as transit signal priority and bus lanes, ACE is a powerful tool to speed up our slowest-in-the-nation buses.  

Congregants and funeral attendees are bus riders too, often reaping the benefits of the ACE program. Creating loopholes in the program would set a disastrous precedent, creating uncertainty about where and when the program may be enforced, particularly because service times for houses of worship and funeral services can change daily, sometimes with little notice, making enforcement extremely challenging.

An alternative to this bill seeking to solve the same problem might instead encourage the New York City Department of Transportation to establish dedicated passenger loading/unloading zones for places of worship and funeral homes outside dedicated bus lanes. Dedicated passenger zones are safer and more efficient for passengers, particularly seniors and persons with disabilities, and could be placed to work in tandem with bus stops rather than in conflict with them.

We believe creating a piecemeal approach to the ACE program is a disservice to transit riders and a marked retreat from Governor Hochul, Mayor Mamdani, and the Legislature’s ongoing commitment to faster, more frequent bus service for millions of daily riders. 

For these reasons, the Permanent Citizens Advisory Committee to the MTA (PCAC) urges New York State Legislators to oppose S.7785/A.8842.

The post MEMO OF OPPOSITION S.8634 (Fernandez) – A.9565 (Taylor) appeared first on PCAC.

Good afternoon, I’m Brian Fritsch, Associate Director of the Permanent Citizens Advisory Committee to the MTA, PCAC. For nearly 50 years, PCAC has served as the official voice of riders on the MTA system.

Just over a month ago, we organized a letter from a broad range of unions, transit and disability rights advocates, social and immigrant service organizations, and community and good government groups who believe City Hall can make transit affordability a reality in this year’s budget by transforming the Fair Fares program.

Our five-point plan includes expanding eligibility to at least 300% of the federal poverty level–to finally include workers making at or close to the minimum wage–fully free fares for the lowest-income New Yorkers at the current level of 150%; and adding the commuter railroads and express buses as options. The program also needs automatic enrollment, as only a dismal third of eligible New Yorkers are enrolled. 

In addition to Fair Fares, we have been ardent supporters of faster and more reliable bus service across the city. We urge you and Mayor Mamdani to work together to better fund DOT so the agency can actually meet the legal mandates of the Streets Plan and to make it easier, not harder, for DOT to build bus lanes and busways.

We also believe a Bus Rapid Transit network starting with one or two world-class routes as a proof of concept, will serve as a North star for what it could mean to deliver world class service, which our world class city – and its riders – deserve. We look forward to working with you, the Mamdani Administration and our colleagues in advocacy to make BRT in NYC a reality. That means installing protected bus lanes aligned to the center of streets, transit signal priority, left turn bans and queue jumps, and building accessible BRT stations with level boarding.

Two final key issues: First, we strongly oppose any efforts, be it from the Council or State Legislature, to dismantle or create unworkable loopholes in the MTA’s Automated Camera Enforcement program or ACE. ACE is essential as it increases bus speeds by 5% and reduces collisions by 20%. Second, we also hope the city will work with the MTA to ensure the agency has enough bus depot capacity to provide frequent and reliable service. As we work to create the excellent bus service this city deserves, depot space is a critical component that doesn’t get the attention it deserves.

Thank you for the opportunity to testify today.

The post Fair Fares + Fast Buses = Transit Success appeared first on PCAC.

Good afternoon, I’m Brian Fritsch, Associate Director of the Permanent Citizens Advisory Committee to the MTA, PCAC. For nearly 50 years, PCAC has served as the official voice of riders on the MTA system.

This past election, New Yorkers delivered a clear call to city government to do everything they can to fight our affordability crisis, a daunting job. But sometimes the right tool to do that work doesn’t need to be bought; it’s right in your toolbox, waiting to be used.

The Fair Fares Program is that tool, but it’s been overlooked. Currently, only an estimated 35% of the over 1 million eligible New Yorkers are enrolled in the program, and as a result, it is chronically underfunded. This means hundreds of thousands of New Yorkers who could be saving up to $910 per year in transit costs are instead getting nothing at all. 

HRA needs to step up and develop a plan to reduce the hurdles low-income New Yorkers face in getting enrolled. After all, how many residents are already in the HRA Connect System, are known to be eligible based on income verification for another program, yet are not receiving Fair Fares? Too many. We believe now is the time to pursue automatic enrollment in this program, which could double enrollment and give New Yorkers a much more affordable way to get to jobs, education, appointments, and more. Use the tools you already have in your toolbox. We’d also love to see more data released on existing enrollees, including demographics, locations by council districts, and more.

Just over a month ago, we organized a letter from a broad range of unions, transit and disability rights advocates, social and immigrant service organizations, and community and good government groups who believe City Hall can make transit affordability a reality in this year’s budget by transforming the Fair Fares program.

Our five-point plan includes expanding eligibility to at least 300% of the federal poverty level—to finally include workers making at or near the minimum wage—fully free fares for the lowest-income New Yorkers at the current level of 150%; and adding commuter railroads and express buses as options. Let’s get people to work, with the tools in our bag.

Thank you for the opportunity to testify today.

The post Fair Fares is an Essential Tool to Delivering Affordability appeared first on PCAC.

Dear Mayor Mamdani,

At no point since the Great Depression has affordability been so vital to so many New York City residents. Transportation is a critical component of this equation, as one in five New Yorkers struggles to pay the fare. We write today to urge you to expand the Fair Fares program in this year’s city budget. Our expansion proposals, detailed below, will save over two million New Yorkers up to $910 per year on their transit costs, while also cutting commute times for New Yorkers in parts of the city without subway access. 

First launched in 2019, Fair Fares offers half-fare subway, bus, and paratransit rides to low-income New Yorkers ages 18-64, and is a crucial lifeline of affordability for over 360,000 currently enrolled individuals. The program began in 2019 with an income limit of 100% of the Federal Poverty Level (FPL) and was expanded incrementally to 120% in 2023, 145% in 2024, and 150% in 2025, following staunch advocacy from our organizations and partnership with the city and MTA. The City currently allocates just over $96 million in baseline funding to the Fair Fares program, with an additional $25 million allocated for FY2026 to address the incremental increase.

As we discussed in more detail in our recently released report, Universal Affordable Transit for New York, no other city program has the power to improve transportation equity – and lives – while simultaneously addressing our city’s affordability crisis.

Even if our buses and paratransit become free, millions of struggling New Yorkers will still need to use the subway. This year, over 65% of taps from Fair Fares users were on the subway. Fair Fares also helps riders avoid fare evasion by ensuring fewer riders are unable to pay, and comes as the MTA is about to begin testing new fare gates that will make it much harder to avoid paying. For these reasons, we believe it’s time to unlock the full potential of the Fair Fares program with the five program changes:

1.      Expand Fair Fares to 300% of the Federal Poverty Level (FPL) (individual- $46,950, four-person household- $96,450). This would allow an estimated 2.1 million New Yorkers to participate in the program at 300% of the FPL.
Additional Cost beyond the FY26 baseline: ~$125 – $155 million

2.      Fully free for households under 150% of the FPL (individual- $23,475, four-person household- $48,225). This would allow for an estimated 1.3 million New Yorkers to have unlimited access to subway, bus, and paratransit service.  Additional Cost beyond the FY26 baseline: ~$150 – $175 million

3.      Expand Fair Fares with half-priced fares on MTA Express Buses and CityTickets on the LIRR and Metro-North railroads within New York City, drastically reducing commute times for tens of thousands of New Yorkers in subway deserts.                                                      

4.      Automatic Enrollment of qualified households to improve the current enrollment rate. Currently, only around a third of eligible households are enrolled, a dismal amount. According to independent research, automatic enrollment could boost program uptake by an additional 33%.

5.      Close program loopholes, such as on Access-a-Ride for qualifying seniors, who currently pay half fare as program participants until age 64 and then pay full fare at age 65.

Recent research found that Fair Fares’ current eligibility threshold is lower than that of most similar programs across the United States, despite our highest-in-the-nation transit ridership and infamous cost of living. Yet City Hall can make affordability a reality in this year’s budget by transforming Fair Fares.

Thank you so much for your careful consideration and attention to the needs of New Yorkers. We are available to meet with you at your convenience.                                    

             Respectfully signed,

David Jones, President & CEO, Community Service Society

Betsy Plum, Executive Director, Riders Alliance

Lisa Daglian, Executive Director, Permanent Citizens Advisory Committee to the MTA (PCAC)

John Samuelsen, International President, Transport Workers Union (TWU)

Tori Newman- Campbell, Legislative Coordinator, 1199 SEIU

Kate Slevin, Executive Vice President, Regional Plan Association 

Sara Lind, Co-Executive Director, Open Plans

Jeremy Saunders & Alyssa Aguilera, Co-Executive Directors, VOCAL-NY 

Jean Ryan, President, Disabled In Action of Metropolitan NY 

Alia Soomro, Deputy Director for NYC Policy, New York League of Conservation Voters

Michelle Jackson, Executive Director, Human Services Council of New York

Eric McClure, Executive Director, StreetsPAC

Lonnie J. Portis, Director of Policy and Legislative Affairs, WE ACT for Environmental Justice

Olivia Leirer, Executive Director, New York Communities for Change 

Wayne Ho, President & CEO of the Chinese-American Planning Council (CPC)

Zakiyah Shaakir-Ansari, Co-Executive Director, Alliance for Quality Education 

Elizabeth Adams, Deputy Director for Public Affairs, Transportation Alternatives

Kalilah Moon, Executive Director, Drive Change 

Daisy Chung, Campaigns Director, ALIGN: The Alliance for a Greater New York

Rebecca Bailin, Executive Director, New Yorkers United for Childcare

Monifa Bandele, NY Coordinating Committee, Malcolm X Grassroots Movement

Stuart Appelbaum, President, Retail, Wholesale and Department Store Union

Ben Fuller-Googins, Executive Director, Carroll Gardens Association

Galloway, Advocacy Manager, Ali Forney Center

Rachael Fauss, Senior Policy Advisor, Reinvent Albany

Michael Ring, Co-Coordinator, Transportation Equity Working Group, Downstate NY ADAPT

Jaeok Kim, interim director of the Greater Justice New York initiative, Vera Institute of Justice

Murad Awawdeh, President & CEO, New York Immigration Coalition

Jessica Murray, Organizer, Rise and Resist Elevator Action Group

Dr. Sharon McLennon Wier, Executive Director, Center for Independence of the Disabled, New York (CIDNY)

Christopher Schuyler, Managing Attorney, Disability Justice Program, New York Lawyers for the Public Interest

Natasha Elder, Regional Director and Straphangers Campaign Coordinator, New York Public Interest Research Group

Jaqi Cohen, Director of Climate and Equity Policy, Tri-State Transportation Campaign

Elmer Flores, Statewide Policy & Advocacy Manager, NEW Pride Agenda

Will Watts, Deputy Executive Director for Advocacy, Coalition for the Homeless

Lorena Kourousias, Executive Director, Mixteca Organization, Inc. 

Annetta Seecharran, Executive Director, Chhaya CDC

Yoon Ji Kim, Interim Executive Director, MinKwon Center for Community Action

Helen Strom, Benefits and Homeless Advocacy Director, Safety Net Project at the Urban Justice Center

Cc: Honorable Julie Menin
Speaker, New York City Council
City Hall
New York, NY 10007

The post Budget Letter to Mayor Mamdani Regarding the Expansion of the Fair Fares Program appeared first on PCAC.

To begin, we applaud the Legislature and Governor for their unprecedented support of the MTA over the past three sessions. During this time you have 1) successfully navigated the agency’s operational fiscal cliff, ensuring it has the necessary support to continue to provide safe, reliable and fast service to millions of riders daily, 2) supported the launch of the historic Congestion Relief Program, which will provide $15 billion for finishing the 2020-24 Capital Plan, and 3) provided the needed funding to finance the $68.4 billion 2025-29 Capital Plan, a record investment that will allow the agency to finally, for the first time in its six decades of existence, begin to get ahead of the decay curve on its $1.5 trillion in public assets  ̶  in addition to launching transformative projects like Phase 2 of the Second Avenue Subway and the Interborough Express.

It’s now up to the agency to deliver on these unprecedented investments, and organizations like ours to work in partnership with you to hold them accountable. The MTA’s creation of the completely revamped Capital Program Dashboard is one large step in the right direction toward better accountability and transparency, and we look forward to continuing to work with the MTA on efforts to communicate with riders and taxpayers alike to ensure they are as efficient and resourceful as possible.

Making Transit More Affordable 

Affordability is the most important priority for New Yorkers today. Following the MTA’s fare increase at the beginning of the year, expanding fare discounts and options around the MTA system has never been more critical. Many transit riders struggle to pay the fare, severely limiting their ability to reach jobs, schools and anywhere transit may take them. It’s one of the reasons we were thrilled when the MTA included our long-time priorities – and yours in the fare changes: allowing seniors and disabled and Medicare riders to use their discounts at all times on the railroads and expanding family fare to age 17. We thank you for your staunch support.

We believe that even more can be done.

• PCAC strongly supports the One City, One Fare Act, S.8620/A.9395 (Comrie/Hevesi), which builds on the success of CityTicket and directs the MTA to conduct a field study of a unified city fare zones, growing intracity ridership and enhancing transit for New Yorkers in subway deserts. Specifically, the bill would:
  • Create a single, unified fare zone for all of New York City for both Metro-North and the LIRR, across all ticket types;
  • Allow riders to use their city zone LIRR and Metro-North weekly and monthly tickets to transfer freely to the subway and buses on one ticket within New York City;
  • Permit riders to also transfer between Metro-North and the LIRR in NYC on the same ticket.
    
    
• In addition to the weekly fare cap currently offered to riders of New York City Transit, a 30-Day and Single-Day Fare Cap would help some of transit’s most frequent riders, who faced a fare hike of up to 11% with the discontinuation of the 30-day unlimited MetroCard. Introducing 30-day and single-day fare caps will remedy this issue, ensuring OMNY creates even more flexible and affordable fares.

• The loss of the 10-trip ticket package on the railroads resulted in a 23% increase for some riders. A free 11th trip replaced it, but requires rides to be made in a two-week window and excludes the new day pass, making it is far less useful to riders who used to have a 60-day window to ride. We believe the railroads risk losing ridership, especially during off-peak periods, and among discretionary riders.

• Several recent railroad fare policy changes have also reduced flexibility for riders, such as tickets now expiring at 4:00 a.m. the following day, eliminating the ability to purchase in advance. This change, along with stricter activation windows, higher onboard activation fees, and more limited refund options, which increases risk when trains are delayed or canceled, has made railroad travel more stressful for riders.
  
  
• PCAC also supports a new bill, the Ride N.Y. Act, which directs the Departments of Transportation, Motor Vehicles, and the Office of General Services, in tandem with transit providers around New York State, to begin an integrated travel project, enabling contactless fare payment, simplified enrollment in reduced-fare programs for veteran, disabled, senior, and Medicare-eligible New Yorkers, and standardized transit information statewide.
  
  
• In addition to state efforts, PCAC has long advocated for the expansion of the Fair Fares program, and recently released a whitepaper discussing a new agenda for Mayor Mamdani’s administration. We believe the program should be expanded to at least 300% of the federal poverty level, to finally include workers making at or close to minimum wage, offer fully free fares for the lowest income New Yorkers at the current level of 150%, and add the commuter railroads in New York City and express buses as options. The program also needs automatic enrollment, as only a dismal third of eligible New Yorkers are enrolled.

Rider Representation and Governance

• We strongly support the Rider Representation Act, S.1148/A.1162 (Gounardes/Dinowitz), which would provide the representatives of the New York City Transit Riders Council, Long Island Rail Road Commuter Council, and Metro-North Railroad Commuter Council on the MTA Board with voting membership along with a new voting board member recommended by the Mayor’s Office of People with Disabilities in consultation with disability advocates. Currently, riders have a voice on the MTA Board — but don’t have a vote. It’s time to change that this year by ensuring riders have official voting seats on the board. Our non-voting members would be in an excellent position to propose changes to the MTA’s fares, except they can’t even make the motions to do so. Giving rider representatives a voice will also help make the MTA Board and Committee meetings more efficient — rider representatives do not count towards a quorum, often making it difficult to reach a quorum and conduct official business.
• We also strongly support the R.I.D.E.R Act, S.7679/A.8169 (Gounardes/Rosenthal), which codifies the independence of PCAC and rider councils from the MTA and broadens the slate of elected officials eligible to recommend members to the MTA’s three advisory councils. It also guarantees regional representation on such councils by providing interim service.

PCAC supports the following aspects of Governor Hochul’s Executive Budget:

• “QWest” aka SAS Phase II, westward expansion: The Second Avenue Subway has been a century in the making, and it’s finally going to bring better transit access to East Harlem, long promised since the destruction of the elevateds decades ago. We applaud Governor Hochul’s commitment to extending the Second Avenue Subway westward on 125th Street, linking seven subway lines and creating better crosstown, East Side, and Metro-North connections for Harlemites. This will truly be a transformative project for tens – if not hundreds – of thousands of riders, offering better access to jobs, education, shopping and entertainment.

• Jamaica Station Rehabilitation Project: Jamaica Station is the fourth busiest rail station in North America, and we are thrilled Governor Hochul is planning to give it the attention it deserves.  This is a project decades in the making. Our wish list for a reimagined Jamaica station includes ADA accessible elevators on the west end of the platforms, more plentiful seating, additional restrooms, new dining options and measures to shield commuters from the elements, especially during winter. Combined with the MTA’s current project to eliminate the ‘Jamaica crawl’ and funding for vertical improvements, we envision a day where riders will quickly and seamlessly move though the station no matter their destination.

• Expansion of the SCOUT Program:  Governor Hochul is again demonstrating her commitment to transit riders—and all New Yorkers – with her proposal to expand the SCOUT program. Addressing the slate of needs for people experiencing mental health crises through this transformative program has made a real difference, helping those who need it most while improving the riding experience for millions of New Yorkers every day.

• SEQR Reform: SEQR reform is a crucial complement to transit-oriented development projects around the MTA region, simultaneously combating the housing affordability and climate change crises. We applaud Governor Hochul for taking on this common-sense legislation that will cut red tape and encourage more transit ridership across the region.

Thank you for holding this hearing, inviting us to submit testimony, and continuing to prioritize the needs of MTA riders this budget season. 

The post Testimony for the Joint Legislative Hearing on Transportation from the Permanent Citizens Advisory Committee to the MTA (PCAC) appeared first on PCAC.

Good morning, I’m Brian Fritsch, Associate Director of the Permanent Citizens Advisory Committee to the MTA, PCAC. 

I want to start by thanking the workers who have been out through the storm and cold weather, doing their utmost to keep operations moving. It’s been tough sledding, but riders appreciate the immense efforts. 

In addition to snow, January brought fare changes, and it’s been satisfying watching two fare incentives PCAC has long advocated for become reality: the extension of the Family Fare to 12–17-year-olds and the expansion of the half-fare discount for Senior, disabled, and Medicare-eligible riders to the AM Peak. We look forward to hearing more about how the implementation of these policies is going, as well as ongoing efforts to make riders aware of these changes. 

On the other hand, we were surprised to learn the railroad’s refund policy had also drastically changed with little notice to riders or the MTA Board, as it was not included in the fare changes materials and discussion last year. Shortening the refund window for mobile one-way tickets to a paltry two minutes — which I challenge anyone who doesn’t know the TrainTime app well to complete in that timeframe — and not allowing refunds for Day Pass tickets are some of the particularly onerous rules. Please consider making them a bit more generous. 

We’ve also heard from many riders mourning the loss of the 10-day ticket and, more broadly, the loss of flexibility they used to have to buy tickets ahead of time. These adjustments seem particularly painful for riders, and we’ll be interested to see how it impacts ridership patterns over time. Thank you.  

The post Gimmie a Redo on the New Refund Policy appeared first on PCAC.

Good morning, I’m Brian Fritsch, Associate Director of the Permanent Citizens Advisory Committee to the MTA, PCAC. 

Created by the New York State Legislature in 1981, PCAC serves as the official voice of riders for all branches of the MTA system. 
 
PCAC is proud to be a member of the Build Gateway Now Coalition to recognize what a major impact the Gateway Program will have, propelling economic development and delivering a sustainable and healthier region. Our members who are West of Hudson riders and residents are especially excited about this work, as having a one-seat ride into Penn Station will be a game-changer for Port Jervis and Pascack Valley line riders, improving speed and reliability for riders with some of the longest and most tenuous commutes in the region. 

That’s why we have been dumbfounded and appalled by the President’s edict via tweet to withhold funding for the Hudson River Tunnel Project as well as Phase 2 of the Second Avenue Subway. This feels a bit like deja vu, but with significantly higher stakes. The President’s reckless obstruction is eerily reminiscent of his first administration, when U.S. DOT refused to approve the Environmental Impact Statement for the Hudson Tunnel Project, stalling it for almost three years.  

What’s different now is that tens of thousands of jobs and hundreds of billions in economic activity are at stake should these projects fail to move forward. That’s real families and livelihoods in New York, New Jersey, and beyond. We stand with Governor Hochul, Senator Schumer, and the New York and New Jersey Congressional Delegations and urge them to fight this illegal injustice with every ounce of their strength.  Thank you for the opportunity to testify today. 

The post USDOT Must Release Hudson Tunnel Funding Now appeared first on PCAC.

“The Executive Budget released by Governor Hochul today builds on her State of the State and continues to show her strong support for the region’s transit riders. Her commitment to operating, maintaining and improving our trains and buses – while investing in expanding the system and enhancing safety – adds to her legacy as a prolific builder, with her excellent partner in Janno Lieber. The transformative transportation projects she is touting will help reshape the riding experience for millions for years to come, and we thank her. We look forward to working with her and the Senate and Assembly to get critical funding and these projects to the finish line.”

The post Governor Hochul’s Executive Budget Puts Riders on Fast Track appeared first on PCAC.