MTA Politics

A magic wand isn’t going to fix the subway without a chief executive willing to push through reforms and support leadership. (Photo: Kevin P. Coughlin/Office of Governor Andrew M. Cuomo)

It’s no secret that Gov. Andrew Cuomo is a car guy. He loves to talk about his personal collection of muscle cars, and on Friday, he had an opportunity to host his favorite type of ribbon cutting for the opening of the second span of the new Tappan Zee Bridge. He gathered his entire family on the bridge along with the usual collection of local politicians and Hillary Clinton, and he “opened” the bridge by driving FDR’s 1932 Packard across the new span. And then the bad news arrived.

As The Times reported on Monday, the Cuomo administration essentially bribed contractors to rush the finish of the span so the Governor could host the opening before Thursday’s Democratic primary election, but the bridge couldn’t actually to open to traffic because engineers found that the old one had destabilized and is at risk of collapsing onto the new one. In a way, it’s a perfect metaphor for Cuomo who governs by press release and ribbon cuttings, trumpeting other people’s accomplishments, and it mirrors the way he treated the Second Ave. Subway. He demanded the project open by the end of 2016 even though an extensive punch list remained (and still remains). He wants his photo ops, and come hell or high water, he’ll get them.

Cuomo’s grinning appearance on the bridge on Friday was in marked contrast to his Thursday press conference in Penn Station in which he debuted a new entrance to Penn Station and some Moynihan Station-related improvements. He spoke about catacombs and the general dinginess of Penn Station in ways that clearly made talking about transit sound like a chore for him. His muscle cars and FDR’s Packard it was not.

After nearly eight years of Gov. Cuomo, it’s become abundantly obvious that his disdain of public transit (and its riders) is a feature and not a bug. By most counts, he’s taken the subway only around 2-3 times during his gubernatorial tenure, and at least one of those was a special train from the Rockaways. Thus, this piece of reporting on Politico New York from Dana Rubinstein should come as no surprise: Cuomo’s disdain for public transit runs deep and is rooted in his outdated preconceptions about transit riders. Rubinstein writes:

Would-be governor Cynthia Nixon does straphanger photo ops. Council Speaker Corey Johnson does them, too. So occasionally does avowed motorist Mayor Bill de Blasio. Across the Hudson, Gov. Phil Murphy does it, on the foundering NJ Transit. In fact, perhaps the only major local politician who doesn’t do it is the one who controls New York’s crisis-ridden subway system. That would be Gov. Andrew Cuomo.

It’s not like his advisers haven’t tried to persuade him to give it a try. They’ve urged Cuomo, who is running for a third term, to ride the subway on more than one occasion, according to two knowledgeable sources. The governor has demurred. One explanation has it that the image of a “passive straphanger” doesn’t align with the governor’s can-do persona. It doesn’t enable him to don a windbreaker or grapple with machinery alongside predictably deferential transit workers.

The situation on the subways, on the other hand, is less controlled and rife with potential landmines. What if he pulls a Hillary Clinton and his swipe doesn’t work — on a Metrocard machine he’s responsible for, because he runs the Metropolitan Transportation Authority, which runs the subway? What if the countdown clocks his MTA installed are inaccurate? What if he gets heckled? “He’s smart enough to know that if he showed up on a subway platform at this point, he’d get his ass kicked,” said one Democratic political consultant who asked for anonymity, lest he suffer a similar fate.

Cuomo, a car guy who can’t recognize the limitations of automobile travel or the fact that he has no control over traffic or other drivers, thinks that the subway he controls is beneath him because of all the things that can go wrong. Talk about a telling psychological reaction to a collapsing subway. So instead of understanding the travails of subway riders, instead of knowing what his stewardship of the subways has wrought, Cuomo feels emasculated by the trains because he’s not the one behind the wheel, zooming down the 8th Ave. line with his pedal to the metal.

After two terms of this attitude toward transit, it’s clear that no matter what his allies claim, no matter the absurd gaslighting campaign from the TWU, no matter his supposed support for some congestion pricing plan, Andrew Cuomo doesn’t care about the subways and isn’t going to be the one to save them. He’s sucked all the oxygen out of the room arguing over the legal technicalities of control over the subway and the allocation of money for his aesthetically-orientated Enhanced Station Initiative without addressing how the taxpayer base — New York City residents and workers — is the same whether the money comes out of the state budget (as it should) or from the city. He’s spent years siphoning dollars away from the MTA’s budgets, whether for state-run ski slopes losing money or road projects. He has constantly refused to sign lockbox legislation that would put stringent strings on his MTA budgetary sleight-of-hand, and he barely endorsed Andy Byford’s Fast Forward plan until his lack of support was on the verge of becoming a political albatross.

Meanwhile, on his watch, as we all know, progress at the MTA has slowed to a crawl. The agency was enjoying boom times in the late 2000s as focus on investment seemed to be catching up with reality, and as service improved, ridership boomed. But on Cuomo’, delays and problems have become daily occurrences as ridership has shown year-over-year declines for the better part of his second term in office. These trends are not stopping without significant cost reform and investment, and Cuomo hasn’t embraced either yet.

Meanwhile, on the capital side, Cuomo has dragged his feet (some say to make the city look bad) so that with the opening of the rebuilt WTC Cortlandt station on Saturday, there are no big-ticket subway expansion items under active construction right now. A few years ago, we had the 7 line extension, South Ferry, Fulton St. and the Second Ave. Subway all ongoing, and today, we have the promise of Phase 2 of the Second Ave. Subway and nothing else. For a 21st Century city, this lack of growth and progress is a travesty that will hinder New York’s promise for decades to come.

On the edge of primary day, that leaves New Yorkers with a governor who doesn’t support transit, openly disdains it and won’t change his tune. Make no mistake about it: Governor Cuomo is in charge of the MTA and the New York City subways, and he has been a bad steward of the crown-jewel American subway system. If he earns himself the nomination on Thursday or a victory in November, I don’t expect anything to change, and neither should you. A Cuomo third term will bring more of the same: He’ll use the subways for photos ops without forging ahead on real progress, and without an aggressive primary challenger pushing him to act, do you think he’ll continue to embrace Andy Byford and his earnest push for improvement? After all, the subway, a lifeblood of New York City and the state, is too passive for the Can-Do Press-Release governor.

The city and state have spent months sparring over the subway action plan. With the money in place, can the MTA deliver?

I haven’t burned too many pixels writing about the politics behind the funding for the subway action plan because it is frankly an embarrassing distraction from the real issues at hand. The $1 billion will not, as Aaron Gordon recently wrote for The Village Voice, actually fix the subway problems, and the Mayor and Governor have both come across as childish and petty leaders who can’t set aside superficial differences to attack a problem affecting both of their constituencies. The MTA needs real reform and leadership, not money for arrows that urge people to move into the middle of a subway car.

Ultimately, the MTA is Gov. Andrew Cuomo’s responsibility. The state controls MTA appointees and the makeup of the MTA Board, and that message has started to sink in more and more these days. Still, after months of politicking and disputes over dollars that stretched back to last summer, Bill de Blasio agreed to add nearly half a billion dollars to the subway action plan. With a new City Council more sympathetic to Cuomo and keen to move beyond this debate, the mayor granted Cuomo his wish, and the full plan will be funded. We’ll see how quickly this improves commutes; so far, the subway action plan hasn’t resulted in any noticeable improvements in subway reliability.

The move to fund the plan came in late March, and in late April, after alarming headlines on the bottomless money pit that is the East Side Access, the mayor and new City Council speaker Corey Johnson realized they had just handed a massive check to an unaccountable organization. And so the two dashed off a letter to the MTA asking for accountability. Here’s their reasoning:

As elected leaders of the City of New York who are responsible for its fiscal health, we must ensure that precious taxpayer dollars are not diverted away from the subway crisis to other MTA priorities. The City pressed aggressively for a “Lock Box” as a condition of providing $418 million towards the SAP. Now that the Lock Box has been made explicit in State law, it must be put into practice by the MTA.

It is important that the MTA provide detailed information about each of the plan elements, including the scope of work being performed, how success is defined, and how progress is measured. Unfortunately, although the MTA began implementing the SAP last July, it has provided scant details to the public on its progress and the MTA’s own “major incidents” metric shows little improvement in service. City taxpayers deserve to know that they are getting a good return on their investment. The public is skeptical when it comes to work performed by the MTA, especially given recent public reports about prolonged delays and billions of dollars in cost overruns on MTA projects. For example, the East Side Access Project, which started with a budget of $4.3 billion and a completion date in 2009, will now require an additional billion dollars with a completion date in 2022 and an estimated price tag of $11 billion. The Enhanced Station Initiative, which started with a budget of $936 million to renovate 33 subway stations, will now require $846 million to renovate only 20 stations.

It is incumbent upon the MTA to prove that it can be an effective steward of this short-term emergency plan and that the revenues with which it has been entrusted are prudently invested to deliver results. To that end, we must have certainty that the Lock Box will be implemented and that the City’s contribution will actually be spent on projects that will improve subway service.

On its surface, the letter is fairly ordinary. It asks for monthly status reports on accountability and service improvement and a keen attention on signal upgrades. But it has details that shows the author of the letter has been paying attention. In parts, the city officials ask the MTA to restore all service that has been cut over the years and urge the agency to reassess signal timers, another recent headline. “While the safety of the system needs to remain paramount,” the letter says, “it has become clear that the balance between safety and service when it comes to the signal timers installed since the 1990s needs to be reevaluated. In light of that fact that in most parts of the system construction of new lines is unrealistic in the near term, we must do all we can to maximize the capacity of the system we have.”

I’m somewhat skeptical this letter will do much to move the needle. After all, the city has already ponied up the money, and the letter doesn’t attach actionable conditions to the dollars. The city similarly dropped the ball a few years when the mayor walked into Cuomo’s trap on capital plan funding and failed to ensure its contributions would go toward identifiable city improvements. But the MTA has expressed a willingness to adhere to the city’s requests. Joe Lhota, last week, in fact said the MTA embraced the call for transparency but didn’t respond to each of de Blasio and Johnson’s requests.

We’ll see what comes of it, but I think the closing paragraph of the letter hit the mark: “Failure is not an option and we firmly believe that a more transparent process can lead to better, more effective implementation. We are eager for everyone to put politics aside and support the important work of improving the commutes of millions of New Yorkers. Beyond the SAP, fixing the subway will require fundamentally changing the way the authority does business, including identifying non-City-tax-levy dollars to assist with funding improvements.”

One of the strange twists and turns of the ongoing saga over Governor Andrew Cuomo’s responsibility for the current collapse of NYC’s subway system involved a breakfast and some finger pointing at Con Edison this past summer. While I was on vacation (and subsequently recovering from a broken bone I sustained while on that vacation), this story of odd finger-pointing unfolded to a certain denouement that had Con Edison paying for some costs regarding power delivery to the MTA. It seemed strange at the time and raised eyebrows within the New York political landscape, and after a report this weekend in The Daily News, it seems that the MTA may have fudged some numbers to allow the governor to blame, and get money from, Con Edison for unrelated (or at best, quasi-related) subway performance issues.

The story goes a little something like: In July, Cuomo delivered remarks at a breakfast hosted by the Association for a Better New York in which he laid the blame for MTA performance issues on the shoulders of Con Ed. “Over the last 12 months, 32,000 delays because of power related issues,” he said of the subways, “and they can either be a power surge or power shortage, but 32,000 delays. The MTA doesn’t control the power, Con Edison does. Con Edison has a duty to safely, prudently and effectively provide electricity that powers the subway system. Con Ed is a regulated utility under the state’s Public Service Commission. April 21 after the last outage I ordered an investigation of the Con Ed infrastructure after a particularly devastating failure. The investigation goes on but PSC has already found that Con Ed must make immediate and significant improvements in this system because the reliability depends on it.”

In mid-November, Politico New York reported that Con Ed would be taking on the costs of electrical repair work required by the MTA. Marie French and Dana Rubinstein termed the whole thing an “unusual financial arrangement” that would eventually shift costs to Con Ed’s NYC and Westchester customers anyway, and no one could put a finger on why this arrangement was necessary or if it even made sense. Now it seems it does not make sense, at least not without some loose accounting. Dan Rivoli broke the news this weekend:

Internal emails obtained by the Daily News show an MTA honcho pushing staff to come up with a higher number of subway delays blamed on power issues, before Gov. Cuomo made a public show of citing problems with Con Edison as the single biggest source of disruption for riders. As the Summer of Hell was in full swing, NYC Transit brass found a creative way to make power-tied delays appear more common. They expanded the types of incidents that could be defined as power-related, including circuit failures, and emergencies — like a person on the track — where the power is intentionally cut off.

The broader definition detailed in emails from July 25 to Aug. 9 allowed the MTA to quadruple the tally of power-related delays, to 32,000 from 8,000…The real number of power delays, according to senior subways performance analyst Kyle Kirschling, was about 8,000. NYC Transit chief of staff Naomi Renek wrote an email to staff members at 6:03 a.m. on July 25, saying that she was “looking for a higher delay number for power.”

Kirschling initially appeared stumped. “I can’t think of a way to make the ConEd/External power figures higher,” he replied to Renek, NYC Transit Executive Vice President Tim Mulligan and other transit staffers. Kirschling, in a subsequent email, said Con Ed was at fault for just 3,422 of those delays.

So how did Con Ed’s responsibility increase ten-fold? As Rivoli details in his reporting, the MTA simply changed the definition of a power problem to those well beyond the scope of power delivery issues under Con Edison’s purview to bring the number up from 3400 to 32,000. He write of one particularly egregious exchange:

Cuomo’s deputy press secretary Maxwell Morgan checked in with Renek, emailing her and another governor’s aide, Maria Michalos. “Naomi, do we have the total real number of power-related delays over last 12 months? Higher than the 8k?”

Renek responded with an explanation. “The 8k is the real number of power-only incidents,” she wrote. “However, incidents coded as signal can also be power-related. We can safely say that track circuit incidents are power-related, although power is not the root cause.”

Soon, she and Morgan were hashing out how to spin the numbers to the public. “How would you massage that language?” Morgan wrote. “Could we say ‘power-related issues caused more than 32,000 delays?’ ” Renek replied that it was better to couch the numbers by saying power “caused or contributed to” the delays.

Hilariously enough, in initial comments to Rivoli, the governor’s team claimed Cuomo was only the messenger, and the MTA has vehemently defended its calculations, even claiming Con Edison is responsible in situations in which power is intentionally cut to the tracks by the agency to respond to a problem. “Are you gonna tell me power cut from the tracks is not a power-related problem?” MTA Chairman Joe Lhota said to Rivoli. (Don’t sleep either on Lhota, the MTA head, dismissing Kirschling, a six-year MTA vet, as a “bean-counter” in the Daily News piece. This has not gone over well with the rank-and-file at 2 Broadway as I’ve heard it.)

Under question later on Sunday, Cuomo repeatedly tried to shift blame to the MTA (which, for the record, he controls). “The MTA produced the numbers. The MTA says they’re accurate. I believe the MTA…I didn’t read the Daily News story. I was told about it briefly. I don’t know what the difference between power issues and power-related issues really are. You should talk to the MTA about that.”

So where does this leave everything? This is another story indicative of Cuomo’s attempts at blaming everyone else other than himself and his stewardship of the MTA for the MTA’s problems. It’s a tale of the governor’s people using downward pressure to force MTA employees to rewrite rules to make the governor look better while identifying a scapegoat dubiously responsible at best. It’s a story that demands an official investigation and again showcases how public trust in the MTA’s self-reported numbers should be essentially non-existent now. “It raises issues about accountability and it raises questions as to whether this is happening in other areas of subway performance,” John Kaehny of Reinvent Albany said to The Times on Sunday. “How far does this go?” How far, indeed.

A post shared by Second Ave. Sagas (@secondavesagas) on Oct 24, 2015 at 5:44pm PDT

I’m writing this from an airplane over the Atlantic Ocean or perhaps Newfoundland by now. As those of you who follow me on Instagram know, I’ve spent the last week and a half in London on vacation taking in the sights of a changing city I haven’t seen since 2006 and enjoying a city with a functional transit network. Though the locals in London may complain about crowded rush hour trains and intermittent signal issues that make service less than reliable, outsiders can find a transit paradise.

Except for a weekend trip on the Overground, I never had to wait more than a handful of minutes for a train, and rush hour service means the next train arrives before you can even walk half the length of the platform. The buses run regularly and reliably, and the system is growing quickly. It shows what a city committed to transit can do.

On Saturday afternoon, while sitting in a brewery in a railway arch underneath the elevated Overground, I read Brian Rosenthal, Emma Fitzsimmons and Michael LaForgia’s stunning overview of a transit system in crisis. In what is the first in a series, three reporters from The Times held back no punches in blaming everyone, mayors and governors and labor leaders, Republicans and Democrats alike, for the decline of the New York City subway system. As I sat in a revenue-generating productive reuse of potential dead space underneath transit, I absorbed this indictment via newspaper.

You can check out my overview on Twitter. I wrote up a series of threaded tweets with excerpts from the article, but let’s dive in. It’s well worth the time you may spend reading the entire piece if you haven’t already, but let’s discuss highlights. All excerpts below are from the piece itself.

How bad is it? Bad.

Signal problems and car equipment failures occur twice as frequently as a decade ago, but hundreds of mechanic positions have been cut because there is not enough money to pay them — even though the average total compensation for subway managers has grown to nearly $300,000 a year.

Daily ridership has nearly doubled in the past two decades to 5.7 million, but New York is the only major city in the world with fewer miles of track than it had during World War II. Efforts to add new lines have been hampered by generous agreements with labor unions and private contractors that have inflated construction costs to five times the international average.

New York’s subway now has the worst on-time performance of any major rapid transit system in the world, according to data collected from the 20 biggest. Just 65 percent of weekday trains reach their destinations on time, the lowest rate since the transit crisis of the 1970s, when graffiti-covered cars regularly broke down.

And whose fault is it? Everyone’s.

None of this happened on its own. It was the result of a series of decisions by both Republican and Democratic politicians — governors from George E. Pataki to Mr. Cuomo and mayors from Rudolph W. Giuliani to Bill de Blasio. Each of them cut the subway’s budget or co-opted it for their own priorities. They stripped a combined $1.5 billion from the M.T.A. by repeatedly diverting tax revenues earmarked for the subways and also by demanding large payments for financial advice, I.T. help and other services that transit leaders say the authority could have done without. They pressured the M.T.A. to spend billions of dollars on opulent station makeovers and other projects that did nothing to boost service or reliability, while leaving the actual movement of trains to rely on a 1930s-era signal system with fraying, cloth-covered cables. They saddled the M.T.A. with debt and engineered a deal with creditors that brought in quick cash but locked the authority into paying $5 billion in interest that it otherwise never would have had to pay.

At a high level, the article discusses the turnover plaguing the MTA, but it doesn’t even begin to scratch the surface of brain drain at an agency that cannot retain young talent and buries progressive voices underneath layers of bureaucracy. It talks about bloated management and salaries for thousands of people that outpace what New York City’s mayor or New York State’s governor make each year. “It’s genuinely shocking how much of every dollar that goes to the M.T.A. is spent on expenses that have nothing to do with running the subway,” former EDC head Seth Pinsky said to The Times.

The story The Times tells begins at a local level with Mayor Giuliani:

After more than a decade of spending, about $50 billion in today’s dollars, reliability soared. Cars traveled 10 times farther before breaking down. Riders returned in droves. It was a golden era; New York and its subway seemed to be on the rise together. Then, records show, officials pulled back.

It started with New York City’s mayors. While the M.T.A., the sprawling organization that operates the New York subway and bus lines, two commuter railroads and several bridges, is run by the state, the subway is owned by the city. In addition to creating confusion, this dynamic sparks funding battles.

Historically, the city has funded about 10 percent of the M.T.A.’s total budget. Mr. Giuliani decided to change that in 1994, when he became the city’s first Republican mayor in two decades. Facing a budget shortfall and eager to show he could run the city without raising taxes, he announced he would cut the city’s contribution to the M.T.A.’s operating and capital budgets by $400 million.

After Giuliani instituted disastrous cuts, neither transit-loving Michael Bloomberg nor pseudo-progressive Bill de Blasio did anything to reverse this lack of support. In today’s dollars, the city gives 75 percent less cash to help MTA operations than it did in 1990, and despite owning the subways, the city and its leaders spend more time fighting with state officials than working to solve the crisis. As the city has boomed, transit investment has lagged far behind, and we feel the effects every day.

But it’s not just a city problem.

Lawmakers in Albany trimmed funding for subway maintenance throughout the 1990s, records show, even as the state budget grew from $45 billion to $80 billion. Then they kept funding mostly flat for years, despite the surge in ridership.

Under Mr. Pataki, the state eliminated subsidies for the M.T.A., opting to make the authority rely entirely on fares, tolls and revenue from taxes and fees earmarked for transit. It also ended state funding for capital work. The move rankled the state comptroller at the time, H. Carl McCall, who warned that taxes and fees were unstable.

Mr. Pataki also started a trend of redirecting revenues from taxes. In 1995, he pushed through a state income tax cut and helped pay for it by taking more than $200 million in tax revenues that had been set aside for transit. His three successors followed suit. At least $850 million has been diverted in the past two decades, records show.

Bear Stearns helped refinance the MTA’s debt and helped fund Pataki reelection efforts, and the MTA’s debt bomb looms large over everything. It seemed at one time that Eliot Spitzer may have been keen to reverse this trend, but he was ousted by his own scandals. And we all know what Andrew Cuomo has – or hasn’t – done with transit over his tenure in Albany.

Meanwhile, The Times details the myriad ways the city and state has hobbled the MTA. The pieces tells of a bond issuance fee that has cost the MTA $328 million over 15 years, and Sheldon Silver’s threats to withdraw funding if the MTA didn’t sink over $750 million to fund cost overruns for the largely superfluous transit hub at Fulton St. Cuomo lately has pushed for his enhanced station initiative, targeting stations the MTA didn’t feel required renovations and without needed dollars for ADA compliance efforts, a potential source of liability for the MTA.

The Times also takes on the TWU and exposes Cuomo’s stunning hypocrisy at the same time. The article notes that subway works average $170,000 in salary, overtime and benefits. Their raises over the past 10 years far outstrip other public sector unions, and their current salaries dwarf average salaries in other major American cities. Plus, New York trains are still operated by two workers, a oddity that makes us unique the world over.

Union rules also drive up costs, including by requiring two M.T.A. employees on every train — one to drive, and one to oversee boarding. Virtually every other subway in the world staffs trains with only one worker; if New York did that, it would save nearly $200 million a year, according to an internal M.T.A. analysis obtained by The Times. Several M.T.A. officials involved in negotiating recent contracts said that there was one reason they accepted the union’s terms: Mr. Cuomo.

The governor, who is closely aligned with the union and has received $165,000 in campaign contributions from the labor group, once dispatched a top aide to deliver a message, they said. Pay the union and worry about finding the money later, the aide said, according to two former M.T.A. officials who were in the room.

Mr. Cuomo’s office said in a statement that the M.T.A. handled its own labor negotiations and that campaign contributions had not influenced any of his actions.

Cuomo, of course, was singing a different tune two years ago when he trumpeted his own involvement in TWU negotiations.

Gov. Cuomo, 2017: “Mr. Cuomo’s office said in a statement that the M.T.A. handled its own labor negotiations.” https://t.co/KoFrHsaWId
Gov. Cuomo, 2014: https://t.co/PTHTj4CNEp pic.twitter.com/SlZMX4CQeC

— Kate Hinds (@katehinds) November 18, 2017

Meanwhile, no one wants to take responsibility for this mess. We have no champion to save the system, and those in charge are avoiding culpability. The MTA has cooked its books to show better performance than it has delivered, and Joe Lhota, brought in recently to oversee the MTA, seemed to avoid taking ownership of the problem.

Mr. Lhota said that quirks existed in all data and that M.T.A. officials handled the classification consistently. He rejected any suggestion that officials were manipulating numbers to make themselves look better or blame customers for problems. “The delays are solely the responsibility of the New York City Transit Authority,” he said, referring to the agency that runs the subway.

I’m not sure where we go from here but down. No one is stepping up to bring in direct funding for maintenance or a congestion pricing scheme that will rescue our streets and fund transit investments. We’re not getting an Overground or a Crossrail to save the city, and we can barely build capital projects, let alone at cost or on time. The newly reelected mayor doesn’t care, and the governor cares only to the extent he can trumpet his poorly-thought-out support for infrastructure into some kind of platform for his doomed 2020 White House run. For me, coming home from London, New York City’s transit looks bad, and it’s only going to get worse.

Can Joe Lhota’s action plan save the NYC subway from collapse? And how will the city and state work out their arguments over funding?

Over the past few weeks, months and even years, as the mayor and governor have engaged in a recent public war over responsibility for subway financing, with Gov. Cuomo using transit lapdogs to attempt to explain, incredibly, that funding the subway is a city rather than a state responsibility, a counter-narrative has emerged in some wonkier corners, and it’s a counter-narrative I have long embraced. The MTA does not actually need more money or more funding. It has an annual operations budget of over $15 billion and a five-year capital plan of nearly $30 billion. But as has been shown time and again, most notably by Alon Levy, the MTA’s spending is exponentially greater than every other subway system’s in the world. Before politicians send even more millions and billions into the black hole of spending that is the MTA, aggressively cost reform should be front and center on the table.

But we are instead left with a political game of hot potato, and instead of cost reform, we have an escalating war over money with the city and state each trying to outmaneuver each other in a ploy to get more money for subways. The latest battle in this war started while I was on vacation in Mexico two weeks ago when MTA Chairman Joe Lhota introduced the MTA action plan, a two-pronged approach with a $836 million Phase 1 that will serve as a short-term band aid and a Phase 2 that could cost at least $8 billion and that is designed to address the heart of the subway’s problems: a system-wide replacement of the subway’s signal system.

The Subway Action Plan was put together by the usual gang of NYC transit “experts” – your Wyldes, Doctoroffs, Samuelsens, Kalikos, Russianoffs and Mosses of the city without worldly input – and is available here as a lengthy pdf. In the short-term, they key elements are as follows:

• Emergency track cleaning and repair initiatives as well as emergency signal repair efforts;
• Increased subway car maintenance efficiency;
• Potentially adding cars to certain C line trains;
• A seatless-car pilot on the Times Square Shuttle and L trains that could add space for up to 25 more people per car (though this is decidedly unfriendly and went nowhere when first proposed in 2010);
• More frequent station cleaning;
• Streamlined EMS dispatch procedures and staging areas;

and

• A variety of other management-oriented changes designed to improve subway operations.

These sound modest because they are, and the heavy lifting comes in Phase 2 when the MTA has to get down to the business of modernizing the backbone of the subway system. But the MTA feels these efforts can begin to attack the root of the frequent problems plaguing the system lately. The praise for the plan came in from a variety of corners with the MTA sending out press releases from David Dinkins and a former FRA administrator. But while the state offered to fund half of it, many of the statements — and some aggressive attacks by Cuomo’s friends at the TWU — were not-so-veiled attempts to draw more money out of Bill de Blasio and NYC.

Now on the one hand, this fight is ridiculous. New York City taxpayers are footing this bill whether the dollars are appropriated at the state level or the city level, and we’re the ones suffering through bad service and paying the fares each day. We’re paying no matter what. On the other hand, de Blasio and Cuomo are set to battle this out until one of them wins, whatever victory emerges.

For a week and a half, de Blasio refused to budge and Cuomo dug in…until Sunday when this story hit The Times. The mayor will propose a tax on those earning $500,000 or more that will help fund the subway action plan and the Fair Fares initiative to offer subsidized subway fares to low-income New Yorkers. This is part of a plan that Michael Gianaris, a state senator from Queens, has pushed recently and would affect approximately 32,000 New Yorker taxpayers.

Coincidentally (haha), both Joe Lhota and Andrew Cuomo put out similar statements praising the mayor’s move, but channeling Veruca Salt, they both demanded more now. “After saying the MTA doesn’t need money, we’re glad the Mayor reversed himself,” Joe Lhota said on behalf of the MTA. “However we need short-term emergency financing now. The Mayor should partner with us and match the state funding now so we can turn the trains around. There’s no question we need a long-term funding stream, but emergency train repairs can’t wait on what the state legislature may or may not do next year.”

Cuomo:

“The subway system is in crisis today. We need two things: immediate action, and a long-term modernization plan. One without the other fails the people of the city. “The State is currently evaluating a range of dedicated revenue proposals for the future to be discussed and advanced in January when the legislature returns. There is no doubt that we need a long-term dedicated funding stream. But there is also no doubt that we cannot wait to address the current crisis. Riders suffer every day and delaying repairs for at least a year is neither responsible nor responsive to the immediate problem, or riders’ pain.

“The City should partner with us and match the State funding now so we can begin Chairman Lhota’s overhaul plan immediately and move forward. We cannot ask New Yorkers to wait one year to start repairs.”

But there’s a rub: On Sunday evening, Zach Fink and Emma Fitzsimmons both reported that Cuomo may begin floating various forms of congestion pricing next year in his State of the State speech. As recently as his Friday appearance on “The Brian Lehrer Show,” Bill de Blasio proclaimed congestion pricing a non-starter due to the environment in Albany. The mayor, a motorist, has been loathe to carry the torch for a plan, but it could be, in the parlance of our times, something of a game of multi-dimensional chess. If de Blasio supports it, Cuomo won’t, and if Cuomo comes up with it first so that it’s one of his pet ideas, the governor will find a way to push it through.

So perhaps the endgame of this summer’s (and spring’s and fall’s and winter’s) bad subway service is a fight for and over congestion pricing. There are worse outcomes for the city; that’s for sure. But right now, the subways need Lhota’s action plan and better service before the bottom falls out. Let the politicians duke it out, and someone, for the love of all that’s holy, please pick up the mantle of cost reform.

Gov. Cuomo wants to light up the MTA’s bridges, but it seems superfluous in an era of subway decline.

Let’s talk for a few minutes about the Governor, New York City bridges and another Cuomo-inspired idea to turn those bridges into a coordinated light show in part in order to attract tourists to the city. This has been an ongoing plan of the Governor’s for a while, and similar to the backward AirTrain, it’s a top-down plan that does nothing to address fundamental issues of mobility plaguing New York while showing Cuomo’s misplaced priorities. And someone has to pay for it.

Enter Dana Rubinstein and her piece in Politico:

Before a spring meltdown turned into a full-on “summer of hell” for the city’s subways, Gov. Andrew Cuomo was proudly promoting a project to outfit the region’s bridges with pulsating, multi-colored LED lights that could provide choreographed light shows in concert with the city’s skyscrapers. “So, literally, you’ll have bridges all across the New York City area that are choreographed — nothing like this has been done on the planet,” Cuomo told reporters in January.

Now, amid daily reports of infrastructure failures and the governor’s sliding poll numbers, the Cuomo administration will not even say how much the lighting scheme will cost — except to dispute early, internal estimates it could cost more than $350 million — or where that money will come from. “This is definitively NOT being paid for by the MTA,” emailed Cuomo spokesman Jon Weinstein.

The project, part of a broader plan called “New York Crossings,” would outfit the MTA’s seven bridges and two tunnels — and the Port Authority’s George Washington Bridge — with pulsating, multicolored LED lights that can be choreographed with each other, with the Empire State Building and with One World Trade. But if not the MTA, who will be paying for it? “We are considering options,” Weinstein said, “but as it is a project to generate tourism and economic development, and uses technology for energy efficiency, it will be financed by [the New York Power Authority] and parts of the project could likely be funded by [Empire State Development].”

That may come as a surprise to board members of the New York Power Authority, who discussed an MTA lighting project at their meeting in January. They were told the project would be paid for by the MTA, which, like the Power Authority, is effectively controlled by the governor. In March, the NYPA board was presented with unaudited financial reports showing an LED lighting project for the MTA was slated to cost $216 million. That the MTA would foot the bill was also the understanding within the agency, according to two knowledgeable sources. Those sources also said the MTA has been working to mitigate costs in order to make the project more politically palatable.

Later in the day, the mayor finally took a stand supporting subway riders (who also happen to be his constituents).”I can tell you that people who ride the subway are not interested in a light show,” Bill de Blasio said to reporters. In response, toward the end of the day, the Governor’s press team issued a legally incorrect statement claiming all capital funding relating to the subway is the responsibility of the city, and this debate seemed destined to become another battle in the war between Gov. Cuomo and Mayor de Blasio. The only casualties, besides the two politicians’ reputations as adults, are their overlapping constituents.

Statement from @Dani_Lever on @NYCMayor comments re: @MTA and light show pic.twitter.com/OObU2GGh8T

— Zack Fink (@ZackFinkNews) July 19, 2017

Politically in-fighting aside, the dust-up over the lights and Cuomo’s continued support for this show misplaced priorities and bad incentives. First, while I believe it’s ridiculous for Cuomo to tout the tourism benefits — who wants to stand near the Newtown Creek a mile from a subway stop watching traffic on the city’s most congested highway passes through the Kosciuszko Bridge? — bridge lights can and do drive visitors elsewhere. It’s not patently absurd on its face; it’s just the wrong transit priority and will incentivize bad behavior as it will lead to more cars on the road as people drive around looking at bridges. (See for instance this amusing exchange between SI Advance’s Anna Sanders and her parents.)

But it also highlights Cuomo’s fundamental misunderstanding of what’s important right now. The subway system is falling apart, and millions of New Yorkers — and visitors — can’t get around as easily and as reliably as they used to. This will have a much more negative impact on the city’s economy than the LED light show Cuomo wants to install on MTA bridges around the city. That no one knows who will pay for this or how much it will cost at a time when Cuomo’s pet projects are already draining other transit resources that should be available to address the subway crisis is icing on the cake. For now, the focus should be on shoring up mass transit. The light shows can wait.

It’s not controversial to state that the Governor of New York State controls the MTA. Our state’s executive directly appoints a plurality of MTA Board members, including the MTA Board Chair and all the bureaucrats tasked with leading the day-to-day operations of the transportation authority. The governor controls funding mechanisms and sets policy agendas, and this current governor has been particularly heavy-handed with pushing preferred projects and installing party loyalists in key positions.

But Governor Andrew Cuomo, faced with a daily crisis over subway service reliability, has, instead of fixing the subways, decided to draw the transit world into a different fight entirely. He wants full majority control of the MTA Board, and he wants it now. In a last-minute push as the Albany legislative session winds down, Cuomo announced via press release a move to expand his control over an agency he already controls. Cuomo’s proposal would allow him to appoint two more members to the vote and give his Board chair a second vote, thus granting the state eight appointees and nine Board votes, for a full majority of nine votes out of a proposed 17-vote structure.

Cuomo’s press release was mostly just an essay from the governor distorting the reality of MTA control. Make no mistakes about it: The governor controls the MTA, but he would have you believe otherwise. Said the guv:

“The MTA Board structure assumed regional participation in the metropolitan area’s transportation systems but left no one in charge. While New York State has six of the 14 voting seats – that is not control. There is no transformative plan that will require major change and possibly more investment that will be agreed upon by the various separate political bodies with competing needs. Complex projects don’t get effectively managed by unanimous agreement of large political bureaucracies. We don’t have 10 years to do this. The state will dedicate itself to the task and assume responsibility, but the state needs the authority.

…On the Second Avenue Subway project, for example, the MTA was floundering. The state took control of the projects using state personnel. The other members of the MTA Board did not oppose the state’s role as it was either not in their region or because they had no desire to participate in what appeared to be a doomed project. The Second Avenue Subway had been delayed for years and was projected to miss the deadline again. With the state’s intervention, we completed the task on deadline.

Some people assume the state’s six voting seats are the majority and say the state has control. Obviously, six is not a majority of the 14 voting seats, and many issues generate controversy that can cause the other jurisdictions to defeat the six votes. We have seen it already on questions of increasing local government’s operating expense contributions, but if their position is the state has control than actually providing that control should not be an issue. They can’t logically assert state control and oppose it at the same time.

In sum, let’s fix the fundamental and initial mistake – ‘put someone in charge.’ The state is the obvious entity to manage a regional network, and the state contributes a multiple of any other jurisdiction’s funding. The simple fact is if no one has the responsibility and the authority, fundamental, rapid change of any culture or system is impossible.”

This is classic Cuomo strawman. Despite his claims that many issues “can cause the other jurisdictions to defeat the six votes” the Governor controls, in practice, this doesn’t happen. Recent city appointees to the Board — most notably Veronica Vanterpool — have probed MTA dealings with a level of attention and detail not seen in recent years, but a voting bloc designed to combat Cuomo’s proposals simply hasn’t emerged. Cuomo gets his way because he has power over the MTA Board and controls the day-to-day operations of the agency.

This announcement came as a big surprise, especially at a time when the MTA has no permanent head. (As an amusing exchange between Dana Rubinstein and Fernando Ferrar laid bare, the current acting MTA chair isn’t too keen on this temporary arrangement lasting much longer.) On Monday night, the State Senate approved a Cuomo ally Scott Rechler to the MTA Board, seemingly out of nowhere, but Cuomo hasn’t named a permanent CEO/Chair or further explored his desire to split the position into two. Is he trying to distract from a leaderless MTA suffering through a crisis of reliability? Is he trying to shore up power ahead of securing point-of-no-return funding for his Moynihan Station mall or Backwards AirTrain or LIRR summer discount program (for which the MTA is already offering tickets even without Board approval)? This is speculation for now without concrete answers as Cuomo appears to be anticipating a hypothetical that does not currently exist and never has.

Jon Weinstein, the governor’s transportation spokesman, offered more clarity via Twitter but refused to respond to many reporters asking if the Board had ever overruled a governor. His statement bolstered the Governor’s claims but did little to shed light on the origins of this surprising move.

Everyone is fond of saying the Governor already controls the MTA – but the votes don't play that out.

— Jon Weinstein (@jonweinstein) June 20, 2017

Meanwhile, advocates weren’t impressed. The Riders Alliance issued a strident statement on Tuesday afternoon. “Governor Cuomo’s MTA board proposal obscures the very real fact that the Governor already controls the MTA. The Governor appoints the MTA chair, the Governor appoints the most board members, the Governor dictates MTA spending priorities and the Governor dominates the State budget and legislative negotiations that determine how the MTA does its job. In practice, can the Governor point to any situation in which other MTA board members have teamed up to block his initiatives?” the group queried. “The problem is not MTA board structure; the problem is the absence of leadership and the lack of a credible plan from Governor Cuomo for how he will fix the subway. Riders don’t have the luxury of quibbling over MTA board governance when we know it’s not the real issue. We need a plan from the Governor and a reliable source of funding that can fix our disastrous commutes.”

Yet, on its surface, clear gubernatorial control isn’t an inherently negative idea. It would give the public a clear whipping boy for all things wrong with the MTA, and it would not allow Cuomo to take credit for the good while claiming the MTA isn’t under his control when constant bad news fills the headlines. It’s strange he would make a power grab at a time when tabloids are hammering bad subway service on a daily basis, but I’m having trouble sussing out how this move dilutes the MTA structure, unless Cuomo decided to use the power for bad intentions. He could appoint sycophants, but he’d still own the problem of bad subway service.

Interestingly, in fact, this isn’t the first time a Governor Cuomo has proposed such a move. Back in 1983, when I was but a wee lad of 2.5 months old, Mario Cuomo, who campaigned on abolishing the MTA, proposed the exact same thing. He wanted the MTA Chair to serve a term of indeterminate length at “the pleasure of the governor” and hoped to add three Board seats to cement the Albany-empowered majority. A few months later, Cuomo the elder backed down, and the largely toothless position of MTA Inspector General arose out of the brouhaha.

Will this year’s proposal meet the same fate? It’s clearly a late power-grab by Cuomo as Albany’s lawmaking clock ticks toward zoer, but Politco New York’s man in Albany Jimmy Vielkind found indifference and opposition to the proposal a few minutes after it was announced publicly. Either way, Cuomo seems to playing a game with the still-leaderless MTA that he already controls at a time when the agency, and the transportation systems it runs, need a champion, not a governor masquerading as a chessmaster.