Oliver Chemtob – PCAC https://pcac.org Permanent Citizens Advisory Committee to the MTA Wed, 09 Jun 2021 18:12:14 +0000 en-US hourly 1 https://wordpress.org/?v=5.7.2 The MTA Capital Program and the City of New York: The City of New York Has a Great Opportunity with the MTA Capital Program…And timing is everything!! https://pcac.org/the-mta-capital-program-and-the-city-of-new-york-the-city-of-new-york-has-a-great-opportunity-with-the-mta-capital-programand-timing-is-everything/ https://pcac.org/the-mta-capital-program-and-the-city-of-new-york-the-city-of-new-york-has-a-great-opportunity-with-the-mta-capital-programand-timing-is-everything/#respond Tue, 25 Aug 2015 19:25:54 +0000 https://pcac.org/?post_type=blog&p=2397 In its One New York plan, the de Blasio administration recognizes the centrality of an effective transit system to the…

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]]> In its One New York plan, the de Blasio administration recognizes the centrality of an effective transit system to the future growth of the City and the achievement of the Plan’s goals. The City has supported fully funding the MTA’s Capital Program and establishing a stable funding structure for capital needs  and recognizes that fully funding the MTA’s Capital Program is critical to meeting One New York’s goals. But almost a year after MTA Board approval of a proposed Capital Program, funding has yet to be finalized.

What has happened in the last year:

  • In October 2014 the MTA Capital Program Review Board (CPRB) rejected the MTA Capital Program.
  • Progress on existing projects make it necessary for the MTA to have an approved Capital Program in place by November 2015 to avoid disruptive and costly delays to projects such as the Second Avenue Subway and East Side Access.
  • The MTA will reduce the cost of the Capital Program by identifying $2.2 billion in efficiencies and has identified $2.4 billion in additional internal Capital Program funding.
  • The Governor has committed the State to contribute $8.3 billion.

What must be done in the Month of September:

  • The City should identify MTA projects that support its initiatives to keep the City affordable:
    • Establishing a Freedom Ticket that allows City riders to access unused commuter rail capacity in areas underserved by subways and buses.
    • Improving NYC commuter rail stations, such as the rehabilitation of the Nostrand Avenue LIRR station that is in the current Capital Program proposal and renovations of the East New York and Locust Manor LIRR stations to increase mobility and development objectives.
    • Extending the Second Avenue Subway to Harlem to reduce East Side subway overcrowding and accommodate new development.
    • Advancing Communication Based Train Control (CBTC), a modern signal system that can increase the capacity and reliability of the system while providing better information to riders and planners.
    • Becoming actively engaged in the capital needs assessment and project planning process to improve, streamline and increase the effectiveness and quality of these projects.
  • The City must inform the MTA how much it will contribute to the Capital Program.The MTA has most recently requested that the City fund $3.2 billion of the $28 billion program.  While the MTA’s new ask is sizable, the City’s reliance on the MTA system to meet social and economic goals is even greater.
  • The Bloomberg Administration’s 7 subway line extension to the Far West Side: Slated to be dedicated on September 13. The City funded this $2 billion addition to the system.  This effort appears to be working, as the City anticipates $30 billion in real estate investments near the station over the next 30 years, in addition to the new tax revenues.
  • The de Blasio Administration’s One City Plan: The MTA system is essential to maintain New York City as a place where a broad range of individuals can live.  Without efficient and reasonably priced public transportation, the City will not be affordable for those in the middle income ranges. The transit system compensates for the high cost of housing near major employment centers by providing affordable ready access to these parts of the City from outlying areas.

Timing is Everything…

The MTA needs commitments in hand to craft a funding plan by mid-September, at the time of the dedication of the 7 line extension on September 13! 

  • This dedication would be an excellent opportunity for the City to publically commit its share of Capital Program funding.
  • The revised Capital Program proposal can then be prepared and presented for approval by the MTA Board at its October 27 meeting, and then submitted to the CPRB.
  • The CPRB must then take action within 30 days of the MTA’s submittal.  If no action is taken, the proposal is “deemed to be approved.”

Three months can seem like a long time, but in this case there’s a lot that has to fall into place and there is not much time for everything to come together.

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]]> https://pcac.org/the-mta-capital-program-and-the-city-of-new-york-the-city-of-new-york-has-a-great-opportunity-with-the-mta-capital-programand-timing-is-everything/feed/ 0 3 Weeks of M86 Select Bus Service: The Good and The Bad https://pcac.org/3-weeks-of-m86-select-bus-service-the-good-and-the-bad/ https://pcac.org/3-weeks-of-m86-select-bus-service-the-good-and-the-bad/#respond Fri, 31 Jul 2015 19:32:35 +0000 https://pcac.org/?post_type=blog&p=2399 Carrying over 25,000 passengers per day, the M86 moves the most passengers per mile of any bus route in NYC.…

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]]> Carrying over 25,000 passengers per day, the M86 moves the most passengers per mile of any bus route in NYC.

The original M86 Crosstown was a disaster. Up to six minute dwell times at key stops such as 86th and Lex, 86th and CPW, and 86th and York (westbound). Myth has it that one walked backwards from 86th and Broadway to 86th and York with his eyes closed and beat the crosstown!

The MTA along with the DOT became aware of this tragic bus route and now, riders pay before they ride at silver boxy machines, and board the bus just like they would a train. Research suggests that pay-before-you-ride or SBS increases bus speeds by up to 20%. In my opinion, implementing SBS on the the M86 increases speeds by nearly 30-40%.

The Good:

The SBS Fan Club:

  • “So much faster”
  • “No boarding lines”
  • “Awesome, new, low floor buses that are made in New York!”

The Bad:

The Complainers:

  • “This is so dumb.”
  • “What a waste of paper.”
  • “The bus always leaves when I get there.”
  • “Why do I have to use these machines.”
  • “I don’t understand how to use the machine.”

P.S. 86th Street will be redone by the Department of Transportation and will hopefully look and feel better.

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]]> https://pcac.org/3-weeks-of-m86-select-bus-service-the-good-and-the-bad/feed/ 0 The Importance of Funding the Gap https://pcac.org/the-importance-of-funding-the-gap/ https://pcac.org/the-importance-of-funding-the-gap/#respond Wed, 29 Jul 2015 19:38:39 +0000 https://pcac.org/?post_type=blog&p=2401 My hope, through this post, is for transit riders to become fully aware of the current predicament that the MTA…

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]]> My hope, through this post, is for transit riders to become fully aware of the current predicament that the MTA faces: a $12 billion gap in the next phase of funding for the 2015-2019 Capital Plan. Just recently, the CEO of the MTA, Thomas Prendergast, said that without a fully funded Capital Program, the system could become what it was in the 1970’s — a completely unreliable and chaotic mess. This proposed Capital Program will ensure the future of New York City’s center piece, its transit system. Funding the gap is now entirely in the hands Mayor Bill De Blasio and the City of New York. As of Yesterday, Gov. Cuomo pledged $8.3 billion to the MTA to fund the 2015-2019 Capital Plan. There is still a three to four billion dollar gap in the 2015-2019 Capital Budget.

Everyone in New York City relies on the MTA. People who commute via taxi or Uber (for the technologically advanced) depend on the buses and subways to relieve congestion on the city streets to circulate traffic flow. Those who commute via mass transit, rely on the MTA to provide reliable and on-time service. Above all, transit riders hope that the fare stays the same and doesn’t make another 10% jump. Another fare hike could unfortunately become a reality if the city does not come forward with the money.

New York City’s ancient mass transit system is in deep trouble if the 2015-2019 Capital Program is not fully funded. As ridership increases, delays, congestion and overcrowding continue to increase simultaneously. When the system collapses, ground level transportation becomes a nightmare, affecting nearly everyone. During the aftermath of Hurricane Sandy, a car ride from 59th street to 110th street took nearly 2 hours; this example alone shows the mere chaos of a broken transportation system.

New York City must have a modern and resilient system to face the current and future problems of overcrowding and destructive weather, like Sandy. The strength and efficiency of the MTA goes hand in hand with the well-being of New York City. The 2015-2019 Capital Program includes a package of improvements to signaling, buses, trains, track and much more that will eliminate the problems that everyone faces during his or her daily commute.

Ultimately, the situation rests on the political discourse between Albany, New York City and the MTA. As a state-level corporation, the MTA depends on Albany and New York City for most of its investments. De Blasio, yesterday, said that he was shocked by the number which the MTA put forward. The city entirely depends on the MTA for most of its transportation; it is the central artery of the city. Without the remaining money from the City to fully fund the Capital Plan, transit here will not be something to be proud of.

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]]> https://pcac.org/the-importance-of-funding-the-gap/feed/ 0 PCAC Video: MTA Challenges 2015 (Click Here) https://pcac.org/pcac-video-mta-challenges-2015-click-here/ https://pcac.org/pcac-video-mta-challenges-2015-click-here/#respond Mon, 27 Jul 2015 19:41:46 +0000 https://pcac.org/?post_type=blog&p=2403 The post PCAC Video: MTA Challenges 2015 (Click Here) appeared first on PCAC.

]]> https://vimeo.com/134648010

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]]> https://pcac.org/pcac-video-mta-challenges-2015-click-here/feed/ 0 The Capital Program https://pcac.org/the-capital-program/ https://pcac.org/the-capital-program/#respond Wed, 17 Jun 2015 21:00:10 +0000 https://pcac.org/?post_type=blog&p=2376 In 1981, after years of disinvestment that led to the deterioration of the subway and commuter rail system, MTA Chairman…

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]]> In 1981, after years of disinvestment that led to the deterioration of the subway and commuter rail system, MTA Chairman Richard Ravitch urged New York City and State elected officials to take action to combat the decline. In response, the New York State legislature passed the Transportation System Assistance and Financing Act of 1981, authorizing the MTA to issue bonds for needed capital funding. In 1982, the first five-year Capital Program was approved, allowing the MTA for the first time to create a long term vision for the system.

Since 1982, the five-year Capital Program has been the bedrock for the MTA’s ability to plan and contract the work to repair and expand the system for the riders. The success of the program becomes especially apparent in years when funding has been threatened. In these years the amount of work that can be accomplished is reduced and the MTA is forced to use resources and funding less efficiently.In order to establish a long term guide for the Capital Program, the MTA prepares a 20-year Needs Assessment , which is a comprehensive look at what needs repair, what projects are required to address those needs, and locational changes in population. This broad information is then fed into the proposed a 5-year Capital Plan and submitted for approval to Albany’s Capital Program Review Board (CPRB). The four members of this board are all appointed by the governor.

NYU/Wagner’s Rudin Center for Transportation produced a thorough history of the MTA Capital Program that can be found here: From Rescue to Renaissance: The Achievements of the MTA Capital Program 1982 – 2004.

Capital Program Today

The Capital Program pays for repairing signaling, track, and communication systems as well as purchasing new equipment like subway and rail cars as well as buses. In addition to ongoing maintenance, which comprises about 80% of recent capital programs, the MTA also invests in expanding the system. There are currently five expansion projects:

  • 2nd Ave Subway (1st Phase)
  • Fulton Center (Completed Nov, 2014)
  • East Side Access
  • 7 Line Extension (Late 2015)
  • New Select Bus Services

Where the Capital Program Funding Has Come From

Throughout the history of the Capital Program, funding has come primarily from Federal grants, NY State grants, NY State bonds, and NY City grants, but the amounts of each of these categories has varied greatly.

In 2012, the PCAC produced a report titled, The Road Back: a Historic Review of the MTA Capital Program, which outlines the financial history of the Capital Program.

Where the 2010-2014 Capital Program Funding Came From

In the $23.81 billion 2010-2014 Capital Program, the funding sources included:

Screen Shot 2015-06-29 at 11.16.14 AM

The 2015-2019 Capital Program

The Proposed $32 billion 2015-2019 Capital Program contains a funding plan that still has a gap of $14 billion. To meet the challenge of the large funding gap, new options such as new dedicated revenue sources, private funds or in-kind contributions, additional appropriations from state, federal, and local governmental funding partners, or new MTA debt are being explored.

The dearth of public funding for the 2015-2019 Capital Program has also led to new solutions such as MoveNY. The MoveNY plan includes cordon pricing and a reconfiguration of bridge tolling throughout the region to make the City’s tolling system more equitable.

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]]> https://pcac.org/the-capital-program/feed/ 0 MTA by the Numbers https://pcac.org/mta-by-the-numbers/ https://pcac.org/mta-by-the-numbers/#respond Fri, 12 Jun 2015 20:34:07 +0000 https://pcac.org/?post_type=blog&p=2362 The entire MTA system, including Bridges and Tunnels, is host to over 3.7 billion customers per year and more than…

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]]> 1-in-3 transit riders

The entire MTA system, including Bridges and Tunnels, is host to over 3.7 billion customers per year and more than 8.6 million customers per day:

Subways carry 5.5 million riders per day.

Buses carry 2.1 million riders per day.

Bridges and Tunnels carry 900,000 customers per day.

America largest-network

There are 715 stations between the LIRR, MNR and NYCT

60,000 people work for the MTA and its operating agencies.

There are 722 linear miles of subway track.

lexington-line

The Lexington 4,5,6 Line carries 1.3 million riders each weekday, exceeding the combined ridership of San Francisco, Chicago, and Boston

If NYC Transit tracks were laid end to end, they would stretch from New York City to Chicago.

The A Line, from 207th Street (Manhattan) to Far Rockaway (Queens), has more than 31 miles of track.

Although it is called the subway, only 60% of the subway system is underground.

The 191st station on the 1 Line is the deepest subway station at 180 feet below street level and theSmith/9th St. station (F and G) is the highest point in the subway system.

All graphics from keepnyontrack.com. Check out the site to see more.

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