The MTA Finance Committee is currently meeting to debate and vote on the fate of the Doomsday budget. I’ll be liveblogging the event for you.
Paterson: Just raise the fares· While the MTA Finance Committee just voted to recommend a Doomsday budget with a 2.50 base fare, a $103 30-Day Unlimited Ride card and massive service cuts to the MTA Board on Wednesday, Gov. David Paterson has thrown in the towel for now. In a rather politically dangerous move, he urged the MTA to raise fares today. Facing inaction in Albany and a very stubborn State Senate, Paterson won’t blame anyone but recognizes the reality facing the MTA. The authority is required by law to balance its budget, and Paterson knows it. “I don’t think that the agency should delay any action,” he said earlier today. And so it goes. · (15)
At 11:45 a.m., the MTA’s Finance Committee will meet to approve recommendations for a fare hike and service cuts in an effort to close a budget gap in excess of $1.2 billion. While Richard Ravitch had proposed a plan that, through East River bridge tolls and an equitable payroll tax, would minimized the hike and cuts, a bitterly divided Senate could reach an agreement, and while Sheldon Silver’s Assembly was prepared to pass a modified Ravitch Plan, the Senate has tabled any MTA rescue package for now.
As this drama has unfolded over the past few weeks, Gov. David Paterson has taken up a lot of airtime urging Senate Majority Leader Malcolm Smith to get his caucus in line. The Democrats, who hold a 32-30 majority in the Senate, have been bitterly divided on the issue with many objecting to the tolls. On Friday, Paterson changed his stance a bit and based the State Republicans for doing exactly what he wants the Democrats to do: holding rank. The Republicans refuse to support the Ravitch Plan because it includes a payroll tax, and while it would be far worse to let mass transit in the city fail, the New York GOP is closing ranks on ideological grounds.
Pete Donohue and Glenn Blain talked about Paterson’s ire in the Daily News this weekend:
Paterson rapped Senate Republicans for taking a partisan stance against a revenue-raising plan, crafted by former MTA Chairman Richard Ravitch and featuring tolls on the East and Harlem River bridges. “I’ve been talking to them about this for the last four months,” Paterson said, referring to the GOP. “And I think that if 30 members of a party all vote the same way – what we used to call that when I was in the Senate was a party vote.”
There are 32 Democrats in the Senate and 30 Republicans. Several Dems oppose tolls, so the Ravitch rescue needs the support of at least some Republicans. Paterson said the package would not only avert whopping fare hikes and service cuts, but fund the MTA’s capital construction and maintenance program.
The program is a significant source of jobs in several upstate districts where there are subway and bus assembly plants, and other businesses with MTA contracts. “I don’t see any reason why they wouldn’t be voting for it because it has a direct economic, imperative affect on their districts,” Paterson said.
While Republicans denied to the Daily News reporters Paterson’s statements, the sentiments ring true. If even a handful of New York Metropolitan Area GOP Senators were willing to support the Ravitch Plan, not only would the MTA stave off a 23 percent fare hike and massive service cuts, but the entire state would benefit from sage investment in transit infrastructure.
Alas. It is not likely to be. New York politics remains stuck in a heavily bipartisan world where compromise between parties is unlikely and even sanity among a solitary party, as the Democrats have shown lately, is not to be expected.
Later this morning, the first of many days of reckoning will arrive. Just remember that the politicians — and not the MTA heads — are the ones responsible for this mess.
Spurred on by a question I posed to the Second Ave. Sagas Twitter followers last night, I want to open up a poll on SAS. The question and answers are self-explanatory, and with the MTA’s Doomsday budget deadline on the horizon, I’m curious to see the responses. The weekend service advisories follow.
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From 12:01 a.m. Saturday, March 21 to 5 a.m. Monday, March 23, 2 trains run in two sections (due to a track chip-out at President Street):
- Between 241st Street and Crown Heights-Utica Avenue and
- Between Franklin Avenue and Brooklyn College-Flatbush Avenue
Customers must transfer to the shuttle train at Franklin Avenue for stations along Nostrand Avenue to Flatbush Avenue. Note: In the early morning hours between 12:30 a.m. and 5 a.m., trains run every 30 minutes between Franklin and Flatbush Avenues.
From 12:01 a.m. Saturday, March 21 to 5 a.m. Monday, March 23, uptown 2 and 3 trains run local from 72nd to 96th Streets due to station rehabilitation at 96th Street. Note: Overnight, uptown 3 trains run local from 42nd to 96th Streets.
From 12:01 a.m. Saturday, March 21 to 5 a.m. Monday, March 23, downtown 2 and 3 trains run local from 96th Street to Chambers Street due to station rehabilitation at 96th Street. Note: Overnight, downtown 3 trains run local form 96th to 42nd Streets.
From 12:01 a.m. Saturday, March 21 to 5 a.m. Monday, March 23, Brooklyn-bound 234 trains run express from Atlantic Avenue to Crown Heights-Utica Avenue due to a track chip-out at President Street. A shuttle train will operate between Franklin Avenue and Brooklyn College-Flatbush Avenue.
From 12:01 a.m. to 7 a.m. Saturday, March 21, from 12:01 a.m. to 8 a.m. Sunday, March 22 and from 12:01 a.m. to 5 a.m. Monday, March 23, Brooklyn-bound 4 trains run local from Grand Central-42nd Street to Brooklyn Bridge due to rail installation.
From 11:30 p.m. Friday, March 20 to 5 a.m. Monday, March 23, free shuttle buses replace 5 trains between Dyre Avenue and East 180th Street due to structural and steel track work.
From 4 a.m. Saturday, March 21 to 10 p.m. Sunday, March 22, the last stop for some Bronx-bound 6 trains is 3rd Avenue-138th Street due to track panel installation from Castle Hill Avenue to Parkchester.
From 4 a.m. Saturday, March 21 to 10 p.m. Sunday, March 22, Manhattan-bound 6 trains run express from Pelham Bay Park to Parkchester due to track panel installation from Castle Hill Avenue to Parkchester.
From 11:30 p.m. Friday, March 20 to 5 a.m. Monday, March 23, free shuttle buses replace A trains between Jay Street-Borough Hall and Utica Avenue due to the Jay Street rehabilitation project.
From 12:01 a.m. Saturday, March 21 to 5 a.m. Monday, March 23, there is no C train service. A trains run local between 168th Street and Euclid Avenue with free shuttle buses replacing A trains between Jay Street-Borough Hall and Utica Avenue due to the Jay Street station rehabilitation project.
From 12:01 a.m. Saturday, March 21 to 5 a.m. Monday, March 23, Bronx-bound D trains run local from 59th to 145th Streets due to switch renewal south of 81st Street.
From 11:30 p.m. Friday, March 20 to 5 a.m. Monday, March 23, Manhattan-bound EF trains run local from Forest Hills-71st Avenue to Roosevelt Avenue due to a track chip-out north of Grand Avenue.
From 12:30 a.m. Saturday, March 21 to 5 a.m. March 23, Jamaica-bound EF trains run local from Roosevelt Avenue to Forest Hills -71st Avenue due to a track chip-out north of Grand Avenue.
From 12:01 a.m. Saturday, March 21 to 5 a.m. March 23, downtown F trains skip 23rd and 14th Streets due to conduit and cable work south of 34th Street.
From 8:30 p.m. Friday, March 20 to 5 a.m. Monday, March 23 (until further notice), there are no G trains between Forest Hills-71st Avenue and Court Square. Customers should take the E or R instead.
From 4 a.m. Saturday, March 21 to 10 p.m. Sunday, March 22, N trains skip Prince, 8th, 23rd, and 28th Streets in both directions due to switch renewal at Queensboro Plaza. Customers may take the Q instead.
From 4 a.m. Saturday, March 21 to 10 p.m. Sunday, March 22, there are no N trains between Queensboro Plaza and Lexington Avenue-59th Street due to switch renewal at Queensboro Plaza. Customers may take the 7 instead.
From 5 a.m. to midnight Saturday, March 21 and from 5 a.m. to 10 p.m. Sunday, March 22, there are no N trains between Lexington Avenue-59th Street and Times Square-42nd Street due to switch renewal at Queensboro Plaza. Customers may take the 456Q or R instead.
From 12:01 a.m. to 5 a.m., Saturday, March 21 and Sunday, March 22, N trains are rerouted over the Manhattan Bridge between DeKalb Avenue and Canal Street in both directions due to switch renewal at Queensboro Plaza. Customers should take the Q instead.
From 4 a.m. Saturday, March 21 to 10 p.m. March 22, Q trains run local on the R line between Canal Street and DeKalb Avenue in both directions due to switch renewal at Queensboro Plaza.
From 12:01 a.m. Saturday, March 21 to 5 a.m. Monday, March 23, Manhattan-bound Q trains run express from Kings Highway to Prospect Park due to Brighton Line station rehabilitation.
From 5 a.m. to midnight Saturday, March 21 and Sunday, March 22, R trains are extended to the 179th Street F station due to a track chip-out north of Grand Avenue.
Senate sticks MTA rescue plan on the backburner· Senate Majority Leader Malcolm Smith is so confident in his belief that the MTA’s self-imposed March 25th deadline is a flexible one that he is prepared to blow right past it. As the Assembly supports a modified Ravitch Plan and the Senate supports its own fatally flawed bailout plan, Smith is turning his attention to the state’s looming budget deadline. The MTA will now take a backseat to the April 1 New York State budget deadline. This all but assures an approval of the Doomsday budget on Wednesday. Fare hikes and service cuts could go into effect as early as June. · (2)
City set to cover more 7 extension cost overruns· The 7 line — to so-called subway to nowhere — is set to cost the city of New York $2.1 billion for one additional stop and perhaps the shell of a second. On Monday, the costs are going to go up by a bit when the board approves a $10 million increase in design costs. While the cost of this early work has already tripled to $124 million from its original estimated price tag a few years ago, the MTA is still on the hook for $0, and the Mayor’s Office has built the overruns into its budget for the project. “It’s not out of the ordinary, it’s covered and this will cost the MTA $0,” Andrew Brent, a Bloomberg administration spokesman, said to amNY’s Urbanite blog. Now if only they could solve that problem of the omitted stop at 41st St. and 10th Ave. · (2)
When New York State Senate Majority Leader Malcolm Smith introduced his version of the MTA rescue package this week, the resulting condemnation was swift and universal. None of the major players — Richard Ravitch, Sheldon Silver, David Paterson, Michael Bloomberg — felt that the Senate’s temporary fix did anything to address the long-term issues plaguing the MTA or the need to fund its capital campaign.
While some critics on Tuesday questioned the numbers behind Smith’s plan, little did anyone realize just how terribly inaccurate and inappropriate his plan would turn out to be. In The Times today, William Neuman goes behind the numbers to reveal that the Senate plan is based on poor assumptions, incorrect calculations and just plain old errors. What’s worse is Smith’s camp trying to blame the MTA for their sloppy mistakes. This is a New York political folly of epic proportions.
Allow me to quote at length from Neuman’s article for full effect:
As an alternative [to Richard Ravitch’s tax-and-toll plan], the [Senate Democrats] propose imposing a smaller payroll tax than the one in Mr. Ravitch’s plan and increasing fare revenues by 4 percent. Mr. Smith says that his plan would provide the authority enough money to operate through next year and buy time for a longer-term solution.
But aides to the governor say that the Senate plan contains at least two basic errors — and a review of the data backs up their critique: the Senate plan overstates the amount of money it would raise over the next two years by more than $700 million. The governor’s office said that to make up for the shortfall, the Senate would have to increase fare revenues by a total of 13 percent.
Marc Shaw, a senior adviser to the governor, said the Senate plan miscalculated the amount of payroll tax that could be collected this year, overstating the amount by about $300 million. The reason is based in the way the state collects taxes and the way the authority does its bookkeeping. The Senate plan assumes that a full year’s worth of tax receipts would pour into the authority’s coffers this year.
But Mr. Shaw said that because the tax, like other similar taxes, is collected quarterly (in part this is meant to make it easier for employers), money from the final three months of this year would not reach the authority until January 2010. That means that the authority, which uses what is known as a cash method of accounting, cannot show the final quarter’s tax revenues on this year’s books.
The Senate plan gets that wrong, projecting four quarters of tax receipts this year.
So the Senate — the same Senate that has criticized the MTA for not offering up a full audit — doesn’t even know how the MTA records revenue or how tax collection in New York works? Who are these fools in Albany? If Marc Shaw, an adviser to Paterson and potential heir to Elliot Sander’s CEO-ship, knows this information, so should Malcolm Smith.
The problems, according to Neuman, continue:
Under the Ravitch plan, the authority would use hundreds of millions of dollars from the payroll tax to finance bus costs that had previously been paid for by New York City and the surrounding counties.
The Senate plan eliminates that provision. But in its proposal, it makes a mistake in accounting for those bus costs. Instead of simply removing them from the transportation authority’s balance sheet, it turned them into income. The mistake adds up to $409 million over the two years of the Senate plan.
Initially, Senate officials denied that they had made any mistakes in their calculations. But subsequently they blamed the authority for the errors. “The blatantly ambiguous manner in which they categorized their numbers clouded the picture of their finances,” said Austin Shafran, a spokesman for Mr. Smith. “If the math was wrong,” he said, “it was wrong based on the way they gave us the numbers.”
But Mr. Shafran said that Senate staff members had not checked their numbers with the authority or sought clarification.
Meanwhile, as Neuman notes, Smith has been questioning why the MTA is going to raise its fares 23 percent next week while under the Ravtich plan, the agency would enact just an 8 percent fare increase. Apparently, our State Senate Majority Leader is too daft to realize that under the Ravitch plan, the MTA would also enjoy dedicated revenue streams from taxes and tolls.
This isn’t rocket science. While your average New Yorker may not understand the MTA’s financial troubles, the State Senate is paid to do so. If I can comprehend these difficulties, if David Paterson’s advisers, Richard Ravitch’s team, the MTA Board and Michael Bloomberg can, then so could a bunch of people who have taken it upon themselves to fix the problem. The State Senators, however, would rather grandstand on the issue than bother to check their work against that of the MTA. How utterly sad for the state of New York.
In the end, of course, this gives me no confidence that an MTA rescue package will be approved before Wednesday. The Ravitch Plan is dead, and with it will go decent subway service in New York City for the foreseeable future.
Two days ago, Democrats from the State Senate unveiled a universally panned plan to rescue the MTA. Since then, the politicking has trickled to a stop, and as Gov. Paterson and Senate leaders attempt to hammer out a plan, the MTA’s Doomsday clock is ticking closer to 12.
In four days, the MTA’s finance committee will meet to approve a fare hike. In six days, the entire board will vote to approve those hikes and numerous service cuts. Meanwhile, Paterson is lashing out at Senate leaders. Glenn Blain reports:
Gov. Paterson launched a radio offensive against fellow Democrats Thursday, accusing lawmakers of “hijacking” the effort to bail out the MTA and save straphangers.
In a three-station blitz, Paterson said Senate Democrats have been unable or unwilling to make the tough decisions needed to save riders from the crushing fare hikes and service cuts. “This is just a classic example of Albany thinking it can make up its own rules,” Paterson said on WOR’s John Gambling Show…
Paterson ripped the Democratic plan Thursday as incomplete and said it was done largely just to win public favor. “Either you’re going to have to put tolls on the bridges or you’re going to have to increase the fare dramatically,” Paterson said. “You can’t go in a third direction.”
At this late hour, Paterson is right, but it’s of little consolation. Unless the State Senate acts quickly and smartly, straphangers will be left paying more for worse service. That’s no way to treat a transit system.
When the South Ferry station finally opened on Monday, it did so following a two-month delay due to an engineering error. MTA engineers, not accounting for a slight curve in the station, miscalculated the gap between the trains and the platform. When the agency ran some final tests on the station in January, this platform gap was in violation of ADA requirements.
Over the last few months, this gap — ranging from about one to three inches — has been the butt of many a joke directed at the MTA. It’s symbolic of the problems MTA construction projects have, and the fact that the station opened 15 months was hardly a surprise. From staircases to stations, the MTA’s on-time rate could use some work.
That said, Michael Horodniceanu, head of MTA Capital Construction, was more than willing to shoulder the blame. WNYC’s Matthew Schuerman reported:
REPORTER: Just days before the planned opening in January, the MTA discovered the gap between the trains and the platform measured up to four inches. That exceeded federal regulations by an inch. The head of the MTA’s capital construction division, Michael Horodniceanu, says the authority’s design guidelines didn’t take into account the curve of the platform.
HORODNICEANU: The standards that we had were for a straight-line station or a station that is in a very slight curve and this was more than that.
REPORTER: The MTA built an extra two inches on to the platform, knowing that some of it will rub off as trains come into and out of the station. The materials and in-house labor cost an extra $150,000. Horodniceanu says for a $530 million project, it’s a minor mistake.
I’m pleased to see Horodniceanu note the MTA’s mistake, but I have to hope that the engineer who didn’t allow for the sharper curve no longer has a job. It’s also worth noting that Horodniceanu, a few months into the job as head of Capital Construction, isn’t to blame. This one lies with Mysore Nagaraja and the people he had working on this project.
As the Senate debates disposing of Elliot Sander as MTA CEO and executive director, the men Sander has picked to fill his top spots are far more reliable and honest than previous MTA workers. While straphangers never want to see these construction delays and costs mount, at least now the agency is taking ownership of the problem. That’s progress we shouldn’t lose over politics.
Update 12:42 a.m. (Friday): I wanted to clarify something here. I don’t think that Nagaraja should have been fired for this mistake. I don’t think any of the engineers should have been fired. I meant that line as more of a flippant comment on Dr. Horodniceanu’s mea culpa. Nagaraja did an excellent job as head of MTA Capital Construction. He was a driving force behind the MTA’s current state-of-good-repair campaign and opened the tunnels south of the World Trace Center faster than anyone assumed.
This South Ferry mistake is a routine one that could impact any project. The longer delays are more of a concern, but those in charge are aware of the problem. Projects like these run into things — historic Battery walls, complications — and are tough to complete on time.
While Senate Republicans are waiting for a call from Gov. Paterson in an effort to save the MTA, no one is too optimistic that any sort of acceptable plan will pass the Senate before next Wednesday. So with just six days left until the MTA Board is set to vote on its Doomsday budget proposal, word of the transit authority’s proposed new fare structure has hit the press.
The news is, of course, not very promising. A single fare will go up 25 percent to $2.50, and 30-day Unlimited Ride cards, while still a good deal, would pass the century mark. Shockingly, MTA Board members are calling this fare hike “the lesser of two evils.” Daily News transit beat reporter Pete Donohue has the story:
The price of a single subway or bus ride will soar from $2 to $2.50 under a menu of new fares the MTA is expected to adopt next week.
The Metropolitan Transportation Authority is on the verge of raising fares for millions of daily subway, bus and commuter train riders that would go into effect if the state doesn’t come through with a rescue plan. The MTA board’s finance committee is expected to approve the new fares Monday, followed by a full board vote Wednesday. Hikes are needed for the authority to have a required balanced budget and would take effect June 1, officials have said.
Under the proposal most board members appear to favor, the price of a monthly MetroCard would rise by $22 to $103. A weekly unlimited-ride MetroCard would jump by $6 to $31. The board is leaning against another set of proposed hikes that would jack up the $2 base fare to $3 and eliminate the 15% bonus on cash-based MetroCards valued at $7 or more.
“It really is the lesser of two evils,” MTA board member Allen Cappelli said. “Nobody wants to make these changes.”
NY1 had a few more details on the proposed fare schedule. Riders who stick with the pay-per-ride model will still earn a 15 percent bonus for all purchases over $7. That discount brings the actual cost of a pay-per-ride card down to $2.17.
Basically, these numbers are the same as those from November. At the time, the MTA hinted that fares could cover only half of the projected deficit. The other half will come from massive service cuts and personnel reductions. The details of those plans have yet to be announced.
With a $2.50 base fare, transit is slowly getting more and more expensive in New York City. Twenty years ago, a token cost $1.00. Ten years ago, the base fare sat at $1.50. Fares are now far out pacing inflation. Meanwhile, the East River bridges remain unnecessarily free.
One day, someone with the political will and power to do so will save the MTA. It doesn’t like that day will be any time this year though, and across the city, straphangers will have to soon budget for a $103 monthly MetroCard.