“Is this any way to execute a major infrastructure project?”
So concludes today’s editorial from the Syracuse Post, hometown paper to State Senator John DeFrancisco, one of three sitting members on the Public Authorities Control Board (PACB) who, yesterday, rubber-stamped a raid of clean water funds to pay for the New New York Bridge construction projects.
Only a few weeks ago, DeFrancisco offered fighting words that provided hope to the advocacy community that has been shut out of the decision-making process on this controversial loan. In an interview with Capital Tonight’s Liz Benjamin, the Senator stated: “I have no compunction at all about voting ‘no’ if it’s not the proper use of money or there’s not a full financing plan, because the people should know how they’re paying for this thing.” And yet, the PACB—including Senator DeFrancisco—unanimously approved the first installment of $511 million in low-interest loans from the Clean Water State Revolving Fund, despite the fact that a full financing plan was not provided either to the PACB or the public.
A pivotal moment in the three-step approval process for the Environmental Facilities Corporation (EFC) loan to fund the Tappan Zee Bridge project will happen tomorrow when the Public Authorities Control Board will take up discussion of the loan. Unanimous approval from the board is required for the loan to move forward to its next and final vote by the NYS Thruway Authority Board. In the wake of the EFC Board’s unanimous vote of approval, and in anticipation of tomorrow’s vote, the media has been nearly overwhelmed by criticism of the many facets of the controversial loan:
Conclusively, as a matter of both law and public policy, I cannot support this proposal and, in fact believe that it should be withdrawn or left to fail on its merits, or lack thereof. Furthermore, as a member of the Public Authorities Control Board, I feel duty-bound by Section 51(3) of the Public Authorities Law to advocate against the passage of this proposal because it fails the necessary statutory test by being totally without “commitments of funds sufficient to finance the acquisition and construction of such project.”
From Day One we’ve been waiting for a complete financing plan that would include the all-important toll structure. Even after the feds came through with a $1.5 billion loan that required the filing of a financial plan, we still don’t know squat. Every attempt to FOIL the information has been denied by both the feds and the state, for no good reason.
In a two-page letter, the feds denied Juva-Brown’s [FOIL] request, saying the Thruway Authority had advised them to do so. The U.S. Department of Transportation said Cuomo’s financial plan — the basis for a $1.6 billion loan request — was “hypothetical,” “misleading” and “inaccurate.” DOT spokeswoman Nancy Singer didn’t quite answer how that could be. “New York met the requirements” for the loan, she said.
When there was a discussion about the Tappan Zee Bridge, I tried to get the executive director of the Thruway Authority to tell me how they were financing the bridge and there were no answers. They were going to appoint somebody and so forth. So, that’s one thing I want to get out of that meeting when it happens is that in order to decide one component of financing, you gotta know the whole financial package.
announced that the New York State Thruway Authority would be receiving $511.45 million in low- and no-interest loans from the Clean Water State Revolving Fund (CWSRF). The fund is traditionally used to upgrade water infrastructure across the state – through the NYS Environmental Facilities Corporation, which jointly administers the funds with the Department of Environmental Conservation. The announcement that the loans would pay for many environmental mitigation projects related to the bridge project and the circumvented public review and legislative process to enable this loan riled up environmental, transportation and government groups statewide. The “unconventional” use was noted by EPA Region 2 Administrator Judith Enck, scores of elected officials and seven newspaper editorials.As the New NY Bridge construction project continues into its second summer season, questions persist about the transparency and legitimacy of the financial plan for the project. A few weeks ago, Governor Cuomo
As noted by Tri-State and others in a letter to the EFC, projects receiving CWSRF funds must be included in the Intended Use Plan – the list of projects to be funded for a given year. The bridge construction project was not in the version made available for public review and comment earlier this year, but rather only added by amendment as a “minor modification” last month along with seven other projects totaling approximately $130 million, bringing the total request of funds to $641 million.
The New York Environmental Facilities Corporation (EFC) board voted 5-0 on Thursday to provide the New York State Thruway Authority (NYSTA) with $511.45 million in low- and no-interest loans from the Clean Water State Revolving Fund (CWSRF) — a fund traditionally used to upgrade sewers across the state.
The vote was fast-tracked and fraught with controversy, as advocacy groups scrambled to get more information on a slew of unanswered questions, and the public was completely shut out of the process. Although EFC general counsel Jim Levine stated at the meeting that there has been a tremendous amount of work and due diligence done on this loan proposal, the public was only notified less than two weeks earlier, on June 11. The statutory requirement for public comment was completely avoided by labeling these loans “a minor modification” to the CWSRF’s Intended Use Plan.
Yesterday’s action, coupled with a still unreleased financial plan for the new Tappan Zee Bridge and continued refusal to provide documents under FOIL and FOIA, is another example of the lack of transparency surrounding the New NY Bridge funding process, most prominently highlighted by the unwillingness of Governor Andrew Cuomo to form the toll and financial panel charged with identifying funding mechanisms to pay for the bridge.
UPDATE: EFC Board of Directors approves loan with 5-0 vote. Yesterday, Tri-State and eight other environmental and good government groups sent a letter to New York State Environmental Facilities Corporation Board of Directors calling upon them to reject, or at least postpone a vote on, a $511 million no-interest and low-interest loan for the New NY Bridge construction project. The [...]
As the Tappan Zee Bridge replacement project sails along, a recent letter in The Journal News called for free crossings for motorists between the off-peak hours from 1 to 5 a.m., to encourage drivers, especially commercial drivers, to travel when there is presumably less congestion.
While the goal to shift vehicles to off-peak hours as a way to reduce congestion has been proven successful in the area, around the country and internationally, with research even showing that non-work travel constitutes up to 56 percent of trips during the a.m. peak travel period and 69 percent of trips during the p.m. peak, the author’s proposed traffic solution misses the mark. The problem here is twofold: First, according the NYSTA’s own consultants, trucks already are not paying their fair share. According to one report, road damage caused by a single 18-wheeler is equivalent to that of 9,600 cars, yet trucks pay “only five times the rate of the average passenger vehicle,” according to NYSTA Executive Director Tom Madison. By some calculations, trucks cause up to 99 percent of all road damage.
On Thursday, the New York State Thruway Authority Board of Directors held its first meeting since the New NY Bridge Mass Transit Task Force issued its final [...]
The New NY Bridge Mass Transit Task Force (of which Tri-State is a member) issued its Final Transit Recommendations today. The 119-page report details transit improvements along the Tappan Zee Bridge/I-287 corridor in Rockland and Westchester Counties. The recommendations propose sleeker, new buses with WiFi technology; bus stops transformed from a patch of grass or pavement to a station with pre-board fare collection, seating, shelter, and real-time bus information; and new technology improvements that will give buses lead time at intersections and improve travel flow on I-287. With the implementation of these recommendations by Governor Cuomo and the New York State Thruway Authority, transit between these two counties can be transformed from an experience that is tolerated, to an experience that is preferred. And, the Hudson Valley will have secured a big win.
by Ryan Lynch
Governor Andrew Cuomo released his 2014-2015 Executive Budget yesterday and a preliminary look suggests transit riders, pedestrians and bicyclists are seeing a lot more take than give.
Metropolitan Transportation Authority
While the budget increases MTA funding by $85 million, Governor Cuomo proposes to use $40 million in “surplus” transit funds to pay off bonds issued by the State on behalf of the MTA. Until last year, these bonds were serviced with General Funds. In 2013, when Governor Cuomo swept $20 million in transit funds, the move was criticized by transit advocates as well as State Comptroller Thomas DiNapoli as a diversion of funds. The use of “surplus” funds to service this debt is something the Governor plans to do every year, beginning in FY2016:
While the Governor’s budget includes $310 million from the State’s General Fund to the MTA to compensate for lost revenue resulting from the rollback of the payroll mobility tax (PMT) in December 2011, this flat amount (which has been included every year since 2012) could be actually shortchanging potential revenue. The New York State Department of Labor estimates that 218,300 jobs were created in the downstate MTA region from November 2011 to November 2013, which means that additional PMT revenue likely would have been generated from these additional jobs, in excess of the $310 million. This additional revenue may have been enough to offset the proposed four percent MTA fare increase in 2015.
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Mobilizing the Region is published by the staff of the Tri-State Transportation Campaign.