MTA August 5, And the capital plan — which promised accessibility upgrades; system expansion in the form of a continuation of the Second Avenue Subway and offering some Metro-North customers access to Penn Station; and the start of badly needed signal upgrades — is already under threat.
But if the MTA is forced to make that choice, it means that elected officials failed to come through for transit riders. It stands to reason that the groups would not want to dilute that message by also urging the MTA to use the federal money it already has, said one supporter of turning capital money into day-to-day funds.
Safety, accessibility and state of good repair are more important than system expansion right now. Penner has outlined billions in federal capital grants that he believes should be shifted to day-to-day operations. Ultimately, she said there really only one good option available to the MTA. Until this reality is acknowledged John Samuelsen or no John Samuelsen , nothing will change for the better, no matter how much money, good after bad, is flushed down the toilet of spoils and patronage.
Save my name, email, and website in this browser for the next time I comment. Notify me of follow-up comments by email. Notify me of new posts by email. About Contact Me 2nd Ave. Subway History Search. What does this mean and how can the agency close this gap? MTA Economics. Benjamin Kabak. Numbers Update: City budget shows misplaced transportation priorities; MTA sits on the brink of fiscal collapse. You may also like. November 29, August 26, A few thoughts on flattening ridership and the August 18, Numbers Update: City budget shows misplaced transportation priorities; July 7, June 23, March 19, May 10, Fare hikes and service cuts and death spirals, November 18, Debt vs.
Fast Forward: The fight for congestion October 21, August 19, Jack Fuller July 14, - am Absent additional revenue, from such sources as PETE suggests above, a reduction in train headway seems preferable to closing entire lines. A nightmare scenario is, three years from now, an MTA hobbling along with, say, 60 percent of pre-pandemic ridership.
People with options have either left the city or stuck with bicycles within Manhattan and cars in the boroughs. Legally, they have first claim on revenues. Of course, if the transit crisis lasts past a few years, the reality on the ground will erode bondholder protection, as it did in Puerto Rico and Detroit. The MTA has limited choices. Much beyond that would require a wage freeze, including for union workers — for which it needs state political backing. But Gov. The MTA is already budgeting a 4 percent fare hike next March — now a tax on essential workers.
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