The hearing focused on the MTA’s dire financial situation and the need for sustainable and recurring funding sources to support the operating and capital budgets. More than a dozen Senate members grilled MTA President Patrick Foye, Managing Director Veronique Hakim, Chief Financial Officer Robert Foran, and Chief Development Officer Janno Lieber for over five hours on the Governor’s Executive Budget proposals, with a focus on Congestion Pricing and how it would be implemented.

During their lengthy testimony, it became increasingly clear that while Congestion Pricing is critical to funding the improvements spelled out in Fast Forward, there is no plan yet, just a concept. It’s a concept that we strongly support, but agree with the elected officials – and riders – who want to know how it’s going to work: Will it mirror the FixNYC Report? Will there in fact be “…variable and dynamic pricing options…” as the panel suggests? How much will it cost to enter the Congestion Zone? How much money will it yield, and how will that money be spent? Will it go into a lockbox for transit use only? Will there be a flat fee for trucks and delivery services that enter and leave the zone several times a day? How will trucks be charged? Where will the toll gantries be placed, what kind of construction will be needed – and how will that be coordinated with New York City?

Support for Congestion Pricing has never been stronger, but time is running out for its inclusion in the 2019-2020 Adopted Budget. Missing the deadline could mean missing key milestones for critical subway and bus improvements – and that could mean more time for riders stuck going nowhere fast.

We urge the MTA and the Governor’s office to develop and release a real plan that New Yorkers can understand: Riders want to know what Congestion Pricing is going to mean to their families and neighbors – and they deserve answers. Earlier this week, we participated in a press conference with TransitCenter, elected officials and other advocacy organizations that highlighted TransitCenter’s analysis of how much time New Yorkers could save if Fast Forward is funded. The answer: tens of thousands of hours a year – hours that could be better spent doing just about anything else.

Don’t Forget LIRR and Metro-North!

In addition to the Fast Forward plan, LIRR Forward and Metro-North Way Ahead set the stage for capital improvements across the region. While Congestion Pricing has been tied directly to Fast Forward, significant investment is needed to meet the needs of all of the agencies. Two other key aspects of the Governor’s proposed budget got less attention but are equally important since funding for the capital plan has been linked to their enactment:  expansion of speed camera zones in New York City; and MTA restructuring.  While we support each of these, we do not agree that critical infrastructure funds should be tied so directly to passage of these requirements.

New York City Speed camera zones expansion in New York City

Speed cameras will keep children safer in school zones, help buses move faster, catch people running red lights – and add a layer of enforcement in the Congestion Pricing zone. Why wait? Start putting them up now and lift the restrictions on how many can be placed and where. Tell us how much revenue will be brought in and how it will be spent.  We support allocating revenues from the fines to transit-related purposes and street-based safety-related projects.

MTA Restructuring

Here’s a term that’s been bandied about, but without a definition of what it even means: changing board membership and voting structure? Breaking down agency boundaries? Bringing in new leadership at the top and keeping the agency heads? We agree that there is a need to continue to make process improvements and that efficiencies can be found – but the strong leadership at NYC Transit, the LIRR, and Metro-North are making a difference, which riders can see. A new and independent Chair is needed to support the agency heads in their efforts and work with them to identify savings, but structural review and revision are too important to do in haste. There should be a longer, multi-stepped approach leading to a well thought out proposal.

But Wait, We Need More…

These funding sources are a good start, but will not meet all the needs of the MTA or its riders.

Finding creative ways of raising transit funds

Consistently capturing and use of Tax Increment Financing (TIF) would create tremendous opportunities for the MTA. Transit access can A portion of that value should be captured and funding set aside to finance transit infrastructure improvements when proximate projects – such as upzonings, Amazon’s H2Q in LIC, and TOD on Long Island and in the Hudson Valley – are developed. We’ve seen how successful these programs can be and mechanisms already exist for the types of agreements; they should be used consistently and constantly.

They say that desperate times call for desperate measures.

These are desperate times: delays and disrepair are causing people to flee the system, leading to declining ridership, which means less revenue, less faith in the system, and less investment.  We’ve been down this slope before and it doesn’t end well. We need to look at every possible revenue source, including incremental tax increases in the sales tax, gas tax, recording tax, Millionaire’s tax, corporate tax, and future cannabis taxes, to address the real state of emergency that we are seeing unfold. Now’s the time for the state to pony up the more than $8 billion it has committed to the MTA, and for the city to kick in its share. We shouldn’t have to wait for the MTA to accrue more debt before getting these desperately needed funds. Getting out of debt by getting into more debt doesn’t work at home, and it won’t work for the MTA.

It is clear that the MTA must do its part to regain the trust of the legislature, and the faith of the riders it serves. The New York region is built around a robust transit system. It’s critical that it remain the driver that supports our growth, vitality, and identity. Investment in the future of the transit system is investment in the region’s economic stability and ability.

The post Talking to Albany, let’s hope they are listening! appeared first on PCAC.

Assemblywoman Amy Paulin visits the Permanent Advisory Council Quarterly meeting.

For last month’s PCAC meeting, the guest speaker was Assemblywoman Amy Paulin, Chair of the New York State Assembly Committee on Corporations, Authorities and Commissions. The Committee oversees the MTA’s Capital Program policy, planning, and budget approval. Representing areas of Westchester County, Paulin understands and values the needs of commuters, and also takes into account the challenges the MTA faces. Having only served as the Chair for three months (in the legislator for 17 years), she stated that insuring the MTA is transparent is one of her top priorities.

Like other transit advocates, Paulin called into question the prioritization of projects, specifically for the Enhanced Stations Initiative Program that are concentrated in Manhattan and did not all include ADA treatments, such as elevators and escalators. She believes prioritization of MTA projects should reflect riders’ biggest concerns and how projects are prioritized should be a very transparent process.

Even Paulin agrees the finger pointing between the city and state is frustrating, and in the end, the riders suffer.

Instead of shifting blame, Paulin believes a sustainable and steady funding source is needed to fund transit improvements. Thankfully, there is one in sight; congestion pricing, put forth to the legislature by the FixNYC panel, which should provide a protected revenue stream immune to the political tug-o-war, while relieving traffic in the central business district and increasing bus speeds.

To move it forward, Paulin is dedicated to convincing her colleagues in Albany the importance of getting behind congestion pricing. She noted that most people do not understand the plan fully nor the severity of the MTA crisis. There is currently $7.3 billion of the original $32 billion for the 2015-2019 Capital Program left unfinanced. If passed, congestion pricing could have helped fund the remaining cost. Additionally, Paulin also expressed her interest in value capture, which would be a significant boost as well, but the details have yet to be planned.

The Need for Oversight and Accountability.

As the Committee Chair, Paulin is in charge of oversight and accountability of the MTA. This includes turning around the current narrative, especially with respect to accuracy and data. When the public is given numbers for causes of delays, Paulin stated:

“We need to be able to trust them. If not, we lose confidence in those running the system.”

The absence of apology in light of the Con-Edison scandal was disappointing, and more transparency is needed to establish a sense of integrity and public trust. This starts with clear communication, openness, self-reflection as an authority, and the ability to come forth on issues right away.

An important first step is educating legislators, lawmakers, political decision makers, and the public about the current issues the MTA faces. Teaching transit literacy would contextualize transportation issues for riders and state politicians who are not as close to the conversations.

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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.

The post 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!! appeared first on PCAC.

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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