No end to discontent with the MTA

Even with all the past troubles, fiscal uncertainty, mismanagement, and weighty politics that hang over every move of the Metropolitan Transportation Authority, the public transportation system it runs remains the backbone of the region’s economy, the critical engine that drives the jobs, small businesses, key industries, housing, and tourism that fuel Long Island and New York City.

In recent years, the MTA has celebrated several enormous successes that have bolstered that system. The opening of Grand Central Madison. The renovations to Penn Station, particularly upgrades to the Long Island Rail Road concourse and the opening of Moynihan Train Hall. The completion of the LIRR’s Third Track and the additional service and reverse commute options it brought. The on-time performance improvements. The return of passengers after the pandemic.

But those achievements have not mitigated legitimate concerns about the massive agency’s continued financial struggles, the persistent feeling among some that passengers aren’t safe on the subways and commuter trains, a troubling fare evasion scourge, and never-ending questions over whether the authority can adequately manage its operations, control overtime, achieve promised cost savings, and follow through on its capital plan proposals.

TOLLING TROUBLES

The ongoing saga of congestion pricing — the effort to toll Manhattan’s central business district — unfortunately has added to that chaos. After years of work by many to get the proposal to the finish line, Gov. Kathy Hochul regrettably put politics before good policy, stopping the plan in its tracks just weeks before it was to start. The raw and ugly reality of her political goals was exposed when she resurrected the program just days after Election Day, but at a lower cost to motorists.

It’s unclear whether the new $9 congestion fee, a discount of $6, will substantially change driver behavior, reduce traffic, or improve air quality. What is clear is that fewer drivers will be dissuaded enough by the lower fee to switch to public transit, easing congestion less than the plan anticipated. Eventually, planned phased-in increases in the toll could help reduce traffic. But the realization that congestion pricing continues to be more about the pricing than about the congestion is a huge disappointment.

Critics, meanwhile, are still critical. And as the toll has faced delays amid muddled advocacy, their voices have grown louder. State officials are right to note that Long Islanders who commute regularly to Manhattan by car are few — 6% of Nassau residents and just 2% of Suffolk residents. But they still see the toll as yet another tax. That perception, too, has been the product of weak messaging and a lack of coherent and confident policymaking.

ENDLESS MONEY GRAB

Also feeding the discontent is the sense that the MTA always wants to dig deeper into your pockets. The agency’s board is counting on a planned 4% fare increase for 2025. Regular fare increases are important and necessary to the authority’s ability to manage its books — and to riders’ ability to manage their expectations. The 2025 hike is no different. But it could very well affect residents’ calculus on whether to drive or take the train. The lower congestion fee could easily make driving the better deal, even when accounting for gas and parking costs. The MTA has shown a willingness to seek ways to minimize the fare hike’s impact, particularly for those who use the trains regularly, and should consider all options to encourage transit use.

Last week, federal officials signed off on the tolling plan, so it could begin in January if the courts don’t intervene. But it’s unclear whether President-elect Donald Trump will then follow through on his warning that he will stop it. If the toll does take effect, it’ll be up to the MTA and state officials to track its impact. Are drivers switching to public transit? Are ambulances making better time heading crosstown in Manhattan? Is air quality improving? Are there unintended consequences, like increased congestion in the Bronx and Queens? Providing extensive data, making changes when needed, and being honest about the program’s successes or failures will be key to its longevity.

As always, the MTA also will have to prove it can manage its money and spend it well. That could come in the form of new elevators and cars, improved signals and switches, upgraded stations and train yards, and, of course, progress toward electrification. On the operating side, it could mean improved performance, lower fare evasion, changes to work rules, and safer, more secure trains and stations.

The MTA must show the public — through clear messaging, progress reports and online dashboards — exactly how its new funds are being spent, where it’s achieving cost savings, how it’s managing its budgets, and how the system continues to improve. If riders and drivers understand the gains, if they see a well-run, well-funded, upgraded public transportation system they want to use, that could make the biggest difference in how they view the sprawling authority — and whether or not they get on board.