Budgeting to Avoid the "Summer of Hell": Your Guide to the MTA’s Capital Program
Why was the proposed plan rejected and what happens next?
Albany legislative leaders — State Senate Majority Leader Andrea Stewart-Cousins (D-Westchester) and Assembly Speaker Carl Heastie (D-The Bronx) — cited a $33 billion deficit as the reason the review board did not approve the next five-year capital plan, at least not yet.
What does this big-ticket budget pay for, really?
The capital plan covers a dizzying scope of stuff — and powers a small economy all by itself. The budget provides a roadmap for maintaining and expanding a regional transit network whose physical assets have an estimated value of $1.5 trillion. It helps drive New York’s $2 trillion economy through projects designed to keep service in safe, working order and providing access to everything New York has to offer — jobs, schools, healthcare, entertainment, cultural institutions, and neighborhoods.
Out of the darkest days: The capital plan backstory
The capital plan for the MTA comes from the transit system’s toughest times. The first one dates back to 1981, when, under then-Chairperson Richard Ravitch (one of the early boosters of THE CITY), the MTA released a report outlining the needs of a decrepit system and listing recommended priorities through 1985.
Who decides what’s in the capital program?
In the aging transit system whose oldest stretches of the subway date back to 1904, constant investment in upkeep is a must. Without it, service reliability and safety are jeopardized. To build a capital program, the MTA identifies its priorities and evaluates the shape of the nearly six million assets across the system.
If it’s approved, what changes could riders see?
The biggest chunk, close to $11 billion, is projected to pay for 1,500 new subway cars and 500 new railroad cars to replace ones that have been running since the 1980s. The plan also calls for investing $5.4 billion on so-called Communication-Based Train Control (CBTC) signal upgrades that allow trains to run faster and closer together — systems now fully in place only on the L and 7 lines and along stretches of the E, F, M, and R.
How does congestion pricing fit into all of this?
The revenue from Manhattan vehicle tolls that launched Jan. 5 is earmarked only for the current 2020-2024 capital plan, which itself faces a $16.5 billion funding deficit. Congestion pricing was legislatively created by state lawmakers in 2019 to help fund the current crop of capital projects, but is not yet linked to future big-ticket MTA plans.
Conclusion
The MTA’s capital program is a critical component of maintaining and expanding the region’s transportation network. The proposed 2025-2029 plan, with a price tag of $68.4 billion, is a critical step in ensuring the long-term sustainability of the system. While the plan has faced setbacks, including a recent rejection by the review board, it is essential that the MTA and state lawmakers work together to find a solution to fund the plan and ensure the continued reliability and safety of the system.
Frequently Asked Questions
- What is the MTA’s capital program?
The MTA’s capital program is a long-term plan for maintaining and expanding the region’s transportation network. - What is the proposed 2025-2029 capital plan?
The proposed 2025-2029 capital plan is a $68.4 billion plan that outlines the MTA’s priorities for maintaining and expanding the region’s transportation network. - Why was the proposed plan rejected?
The proposed plan was rejected by the review board due to a $33 billion deficit. - What does the plan pay for?
The plan pays for a wide range of projects, including new subway cars, signal upgrades, and maintenance facilities. - How does congestion pricing fit into all of this?
The revenue from Manhattan vehicle tolls is earmarked for the current 2020-2024 capital plan, but is not yet linked to future big-ticket MTA plans.
