NYPTA’s New Report Identifies $1 billion in capital needs for non-MTA transit
Yesterday, the New York Public Transit Association (NYPTA) released their report “Five Year Capital Program for Upstate and Downstate Transit” which outlines the critical capital investment needs for non-MTA urban transit systems across the state. While the MTA first issued a multi-year capital program more than 30 years ago, NYPTA’s report represents the first ever comprehensive attempt to develop a five-year capital plan for New York’s non-MTA systems.
And the need is substantial. There are more than 100 systems covering nearly every county in the state, and carrying over 550,000 passengers each and every day. Yet, the projected capital deficit is $577 million. Making matters worse, these system are using capital funds for operations, accelerating the wear and tear on facilities and equipment. The lack of capital investment and dedicated capital and operating funding streams over the years has led to outdated systems that break down, disrupt service and incur higher costs when transit providers attempt to regain a state of good repair. Unfortunately, existing revenues are projected to cover just 43 percent of these identified capital needs.
The report details $1 billion in upcoming infrastructure needs between 2015-2019, with over 80 percent of the identified need going solely to repair and replace existing core system assets. The remaining 20 percent is slated for expansions and upgrades, such as bus rapid transit, to accommodate record transit ridership—for example, the report notes that ridership is up seven percent in the Capital District.
» Continue reading…
With 83 million passengers a year, the Long Island Rail Road is the busiest commuter railroad in the nation and the economic engine for Long Island. It is also the nation’s oldest commuter rail system, and as such, the MTA’s proposed 2015-2019 Capital Program allocates nearly 10 percent of total expenditures to the system with a focus on better maintenance of core infrastructure to create a more resilient system
More than 60 percent of the proposed LIRR allocation will go to maintaining the basics—rolling stock, stations, track, communications/signals, power, shops and yards, bridges and viaducts—but the plan also targets service improvements that will get the system ready for its new access point in Manhattan: Grand Central Terminal.
At the moment, Penn Station is the only Manhattan stop for LIRR, and the station is at capacity during crucial points of the day. The completion of East Side Access will provide a much-needed second access point into Grand Central Terminal, enabling increased service opportunities and system redundancy. To get ready for that future day, the Capital Program proposes expanding capacity at Jamaica, a critical transfer station, and adding train storage and track capacity at key locations.
» Continue reading…
More than 275,000 daily commuters on Metro-North received good news in the MTA’s newly-released 2015-2019 Capital Program: the agency is moving forward with Penn Station Access, a $743 million project which has spent decades on the drafting table. Benefits of Penn Station Access include:
- a one-seat ride with substantially reduced travel times to Manhattan’s west side for New Haven Line customers
- expanded job access for Manhattan’s growing west side and more options for New York’s growing population of reverse commuters
- improved capacity and tri-state connectivity, improving links between Metro-North, LIRR, New Jersey Transit and Amtrak
- cost-effective use of existing tracks, and no new tunnels
- four new stations in under-served Bronx neighborhoods expanding transit options and economic and residential development near Co-op City, Morris Park, Parkchester and Hunts Point
This new service can’t begin until after completion of the $10.2 billion East Side Access, which will free up track space at Penn Station. Once complete, it will alleviate congestion at Mott Haven Junction, a system bottleneck where the Hudson, Harlem, and New Haven Lines all converge.
And in addition to service enhancements, the project will also bolster the transportation system’s resiliency for extreme weather events like Superstorm Sandy. Mott Haven Junction, for example, is particularly prone to flooding so increasing redundancy between Manhattan and points north a key fix that can’t be built soon enough.
» Continue reading…
“Streets that need repair” are identified as the number one problem for voters in New York State age 50 and over. | Source AARPNY
Back-to-back reports released this week by AARP and the New York State Comptroller take two different approaches to arrive at the same conclusion: New York’s infrastructure needs are not being met.
AARP’s report, 2014 State of the 50+ in New York State, surveyed New Yorkers aged 50 and older to determine their likelihood of staying in New York after retirement, and what factors would impact that decision. The survey revealed that:
- 60 percent are at least somewhat likely to leave New York after retiring; 27 percent extremely likely
- 66 percent would be more likely to stay if improvements were made to transportation
- 80 percent identified “streets that need repair” as a problem in their community
- 67 percent cited cars not yielding to pedestrians as a problem in their community
- 52 percent said public transportation was too far away, too limited or too hard to navigate
- 67 percent said they would “vote for a candidate working on maintaining safe and independent mobility around town”
» Continue reading…
The Islip LIRR station parking lot during heavy rainfall on August 13. | Photo: MTA
One doesn’t have to look far to find New York State sewer and water projects that need funding. Just this past weekend, Newsday published an article about a denial of funding for the Bay Park Sewage Plant, a plant that […]
An artist’s rendering of Sterling Forest Resort, a proposed resort casino in Tuxedo, NY. | Image: sterlingforestresort.com
“I believe casinos in upstate New York could be a great magnet to bring the New York City traffic up.”
Governor Cuomo’s declaration in this year’s State of the State address would seem to suggest that upstate casinos would be built in transit-accessible locations. Less than half of New York City households own a vehicle, so “to bring the New York City traffic up” to casinos beyond the limits of Metro-North would ostensibly require some investments in transit.
Unfortunately, that doesn’t look to be part of the plan. Too often, transit access, congestion and wear-and-tear on our roads are barely mentioned amidst the tax revenue ideology that accompanies economic development ventures. We’ve seen it before in New York, whether it’s the Governor’s effort to approve fracking, or the effort to lure New York City residents up to the Adirondacks (where there is no other option but to drive).
The June 30 deadline for casino applications brought 17 applicants vying for just four destination casino licenses in three upstate regions—the Catskills/Hudson Valley region, Eastern Southern Tier, and Capital Region. The final decision is expected to be made by the Gaming Facility Location Board, an appointed board with Cuomo-friendly appointees by the fall with casinos potentially opening as soon as 2015.
Some of the proposals submitted tout their proximity to public transit, while others propose significant expansions of the roadway system to bring customers directly to their door. Genting Americas is proposing a new Thruway Exit for a casino in Tuxedo, and Caesars Entertainment is offering to invest at least $20 million to improve traffic in the already burdened area near the proposed resort for Woodbury, “including funding a substantial portion of the long-delayed improvements to Exit 131 on the New York State Thruway.”
» Continue reading…