As the MTA gears up to release its proposal for its next five-year capital plan within the next few weeks, agency CEO and Chairman Tom Prendergast went to Albany to preview the package. We learned that funding for Phase 2 of the Second Ave. Subway will be included in the request, and a variety of other plans that I’ve discussed over the eight years of this site’s life will slowly come to fruition. Still, funding questions remain, and Prendergast challenged Albany to do something about it.
Earlier on Thursday, I noted that Prendergast had requested $1.5 billion for Phase 2 of the Second Ave. Subway. Phase 2 includes stations at 106th and 116th and Second Ave. and one at 125th St. and Lexington. The subway will use a mix of preexisting and new-build tunnels. As far as the money goes, the MTA’s plan for the next few years involves wrapping up Phase 1, refreshing the environmental impact study and working out designs for Phase 2, and beginning construction toward the end of the five-year period. I assume then that additional funding will come from the feds and from the next five-year plan that covers the years 2020-2024.
Even with a slower timeline — the full four-phase SAS was originally to be finished by 2020 — Phase 2 is the key to this project’s future. It connects with the Lexington Ave. line and Metro-North at 125th St. and provides the option for westward extensions to Manhattanville and northward to the Bronx. It provides the entire East Side will easier service to Times Square and Herald Square and will relieve crowding on the 4, 5 and 6. It can’t come soon enough.
But what else awaits? Pete Donohue provides the details. In addition to much-discussed safety enhancements for the MTA’s commuter rails, Donohue noted the following:
Prendergast said the plan, which isn’t finalized, would likely include approximately $20 billion for so-called “state of good repair” maintenance projects, like replacing tracks, signals and older subway trains. It is also projected to feature $5 billion for expansion projects, like the Second Ave. subway and the Long Island Rail Road link to Grand Central Terminal that is now being built. Further, Prendergast anticipated the plan would provide anywhere from $2 billion to $5 billion for rider enhancements, including countdown clocks on lettered subway lines and a swipe-less replacement of the MetroCard fare-payment system.
But what of the money? Prendergast and other MTA officials discussed this funding gap as well. The agency wants at least $27 billion, and although Albany could permit the MTA to issue more debt, sending the agency further into the red won’t help improve operations or financial security. “We can’t keep adding to our debt load. [It is] a formula for failure,” Prendergast noted. “The bottom line is, the capital program needs an infusion of new, sustainable funding, and we need your support in that regard.”
How that support manifests itself is up for debate. I’ve been expecting a tolling/congestion pricing plan to make a comeback simply because the state has few other avenues for revenue that could be directly tied into transit improvements while improving traffic flow throughout heavily congested areas of the city. MTA officials have also discussed contributions from the real estate interests that have piled up dollars throughout the city, and the MTA Reinvention Commission is, hopefully, looking at the issue as well.
The funding will remain a concern throughout the next few months, but I’m relieved to see the MTA focusing on moving the ball forward. They have momentum as new projects come online over the next few months and years and should maintain and build on that expertise. SAS Phase 2 is a must-have, and the sooner it starts the better. How we opt to pay for it will be very telling indeed.