A New York State budget with no MTA capital fundingBy
At one point earlier this winter, it seemed as though the perfect storm of MTA funding had appeared on the horizon. The MTA had issued a request for a funding plan for a $15 billion capital budget gap while New York State had a $6 billion windfall in fines from financial institutions. When the dust finally settled on the budget discussions this week, yacht owners earned themselves a tax break while the MTA received a big, fat nothing. Instead, Gov. Andrew Cuomo and his staff plan to work toward a resolution on the capital plan while budget watchers and transit advocates are left shaking their heads in dismay as Albany again lets down New York City.
The idea that New York City commuters have long drawn the short straw in budget talks isn’t a new one. Cap’n Transit explored the issue in an April 2012 post that’s still sadly relevant today. This year, though, the disparity grew worse as Cuomo used the $6 billion windfall for upstate projects and potential toll relief for drivers who will eventually use the New New York Bridge. Unless the governor is going to make a big push for the Move New York fair tolling plan — and even if he does — this is a disappointing turn of events.
The coverage of the budget shenanigans has now turned its focus to the MTA. In a headline that is as much an understatement as anything the Daily News will ever run, a Glenn Blain story trumpets: “MTA not allocated enough money from state’s new budget, advocates charge.” In fact, “not enough” would be a welcome amount; rather, the MTA received $250 million earmarked for one of Cuomo’s own pet projects.
At City Journal, E.J. McMahon of the Manhattan Institute wrote a scathing piece on the Governor’s failures. He writes:
Incredibly, however, the only piece of the windfall Cuomo and the legislature aimed anywhere near the MTA is a $250 million appropriation to begin construction of a new Metro North commuter rail line from southeastern Westchester to Penn Station. The Penn Station access project is an odd one to be singled out for preferential funding. As the Citizens Budget Commission noted, “its total cost has not been reported, its benefits have not been quantified, and it is not clear why it is preferred” over other priorities in the MTA plan. The new line can’t become operational until the MTA completes its massive East Side Access project linking Long Island to Grand Central Terminal, which will free platform space at crowded Penn Station. The latest completion date for that chronically behind-schedule, over-budget project is 2023. For now, the MTA will have to settle for a token $750 million that Cuomo agreed to provide in bonded support for the transit capital program.
Ignoring the MTA’s needs made it possible for Cuomo to spend upward of $1 billion in remaining windfall cash on other purposes…Late in the recent budget negotiations, Senate Republicans tried to persuade Cuomo to set aside more of the windfall cash for transportation infrastructure, as well for municipal water and sewer projects. When the governor wouldn’t budge, they countered by authorizing more borrowing to supplement a separate bonded appropriation Cuomo had already proposed for highways and bridges. (In true Albany fashion, the legislative additions also included a pork-like $400 million “transformative investment” fund just for Long Island.)
…It’s all too common for crumbling infrastructure to be ignored until it poses an imminent threat to health or the smooth running of the local economy…The manner in which Cuomo and the Legislature have chosen to divvy up the windfall pie is sure to win them plenty of thank-yous over the next few years from politically wired developers, corporate executives, and unions around the state. But future generations of New Yorkers probably won’t feel as grateful.
Disappointing and expected. Now we head into a spring of uncertainty. The MTA can’t keep megaproject costs under control, and now they’ll continue to rely on a pay-as-you-go funding approach to a capital plan that needs support. I sound like a broken record, but trains are more crowded that ever. The MTA can ill afford to wait, but the last best chance just passed by. What comes next is a political blank slate with no easy solution in sight.