Local residents have legitimate concerns about the implementation of congestion pricing. “Nassau joins congestion pricing hearing” (Steven Kehner — September 2).
Some believe that the MTA is using this as an ATM machine when it comes to how it treats taxpayers and commuters.
Why is there no similar emphasis on the part of MTA Chairman Janno Lieber and supporters of congestion pricing when it comes to dealing with fare evasion, excessive overtime, pension abuse, burdensome state and federal Buy America rules and regulations, transferring of TBTA bridge and tunnel tolls to transit along with upcoming union contracts? They all collectively adversely impact the MTA capital program.
Lost revenues due to fare evasion will reach $500 million in 2022. The MTA operating agencies continue to fail to control excessive employee overtime. This has grown to over $1 billion annually.
Future employee pensions continue to be calculated based on the final year’s base salary inflated by overtime. Albany’s “New York Buy America Act” and Washington’s “Buy America” requirements add to project costs.
This impacts the ability of MTA to get the best bang for the buck when spending $1.5 billion in grant funding every year from the Federal Transit Administration. The Transit Workers Union is sure to ask for salary increases to match 2021’s 4% and 2022’s 8% inflation.
The next TWU contract comes up in 2023. Whatever the TWU wins, other LIRR and Metro North Rail Road unions will ask for parity. The MTA has only budgeted 2% per year.
Many who will be asked to pay for Congestion Pricing already pay for tolls on MTA TriBoro Bridge and Tunnel Authority bridges and tunnels. Every year, $500 million in TBTA-generated tolls are transferred to MTA transit operating agencies including New York City Transit subway, bus and Staten Island Railway, Long Island Rail Road, Metro North Rail Road and MTA Bus
Why doesn’t the MTA resolve all of these issues before pursuing Congestion Pricing? Collectively they could easily raise close to the $1 billion per year promised by the implementation of congestion pricing.
Congestion Pricing supporter state Sen. Ann Kaplan believes that commuters will benefit from congestion pricing.
Double tracking, construction of a second viaduct over East Shore Road or installation of several passing sidings between Great Neck and Port Washington could significantly improve Port Washington branch service.
Why has she not been successful in including this capital improvement within the current $51 billion 2020 – 2024 Five-Year Capital Plan or upcoming 2024 – 2045 Twenty-Year Capital Needs Plan?
Whatever happened to the planning study previous LIRR President Phil Eng promised from several years ago that was going to look into either electrification of existing diesel branches or in the case of the Port Washington branch, double tracking between Great Neck and Port Washington?
Adding passing sidings or double tracking is the only solution for improved bi directional service between Port Washington and Great Neck. This is actually more important than the expansion of the Port Washington LIRR Yard.
Even with the expansion of the Port Washington Yard, at some point you run out of trains to run west bound in the AM peak. It would also not solve the problem of bi directional service gaps for reverse peak services between Great Neck and Port Washington.
As a long-time Great Neck resident and rider going back to the 1970’s I can tell you firsthand that this has been ignored for decades.
The MTA announced that the next 20-Year Capital Needs Plan Assessment (2025 – 2044) will be completed by October 1, 2023.
They said “Engaging with the public and understanding the needs of our riders is critical to plan for the future of the transit system.” Whatever happened to the MTA 2020-2040 20-Year Capital Needs Plan?
The state Legislature in 2019 directed the MTA to release this document prior to the adoption of the $51 billion 2020 – 2024 Five Year Capital Plan. They are reviewing over 20 system expansion and enhancement projects. They have not been selected or funded but will be comparatively evaluated for consideration on a level-playing field for future Five Year Capital Programs.
Not included on this list are any specific capital improvement expansion or enhancement projects for the Port Washington branch between Great Neck and Port Washington.
Larry Penner
Great Neck
Larry Penner is a transportation advocate, historian and writer who previously worked for the Federal Transit Administration Region 2 New York Office.
