Urges adding $673 million more for NYC Transit repair and upgrade work

Comptroller William C. Thompson, Jr. recently issued a report that faults the Metropolitan Transportation Authority for jeopardizing the safety and security of riders by consistently delaying critical infrastructure work in New York City.

A Review of MTA New York City Transit “State of Good Repair” Capital Expenditures found that since 1982, when the first MTA Five-Year Capital Plan was issued, large disparities have emerged between the commuter railroads and New York City Transit (NYC Transit) in achieving what the MTA itself considers a “State of Good Repair.”

“New Yorkers are being shortchanged,” Thompson said. “The MTA’s efforts to bring the bus and subway system to a State of Good Repair have progressed slowly, raising concerns about rider safety and security. Service still has not reached the levels of reliability, safety and comfort New Yorkers require and deserve.”

“From outmoded electrical equipment to faulty emergency signals to dilapidated stations, New York City Transit still has much to accomplish in order to reverse the damage from widespread maintenance and repair deferrals,” the Comptroller said.

Thompson sent the report to Governor Eliot Spitzer and new MTA Chairman Elliot Sander.

“Given the Governor’s efforts to yield change in this State, this is a good opportunity to correct the inequities of the past,” Thompson said. “I am optimistic that the Governor and MTA Chairman will move to address the fact that New York City has been substantially shortchanged.”

The new report emphasizes that the MTA must increase capital spending on NYC Transit projects and accelerate its work. Among the key findings:

• Major NYC Transit physical assets, including bus depots, subway maintenance shops and signals that in 1992 were projected to reach State of Good Repair by 2000, 2005 and 2012 will not achieve that status until 2010, 2019 and 2027, respectively.

• Essential passenger safety equipment, such as fan plants, which remove smoke from tunnels in the event of fire and other emergencies, will not be in a State of Good Repair until 2028, 21 years later than projected in 1992. More than 40 percent of the B Division (lettered train routes) continues to operate with mostly original, 70-year-old signal system equipment and mid-20th century antiquated track switches, and older emergency fans do not meet current safety standards.

• As of 2006, only 55 percent of tunnel lighting – another critical safety item – had achieved a State of Good Repair, and full State of Good Repair will not be reached until 2022. In many locations, there still is inefficient, 1930s-era incandescent tunnel lighting original to the system.

• Service reliability has been reduced by outmoded signal systems and track switches.

• The MTA reduced New York City Transit’s share of the MTA Core Capital Program, which includes spending for State of Good Repair, Normal Replacement, and System Improvement projects, from 77.5 percent in the 1992-1996 MTA Capital Plan to 75.5 percent in the 2000-2004 and 2005-2009 MTA Capital Plans. That two percentage point reduction is worth $600 million over 10 years.

• In nearly every investment category, from rolling stock to track and structures, projected dates in the 1992-1996 Capital Plan for achieving State of Good Repair at the commuter railroads - Long Island Rail Road (LIRR) and Metro-North Railroad - have been largely met in direct contrast to NYC Transit’s record. This is due in part to the commuter railroads receiving a disproportionately large share of MTA Core Capital spending.

“To help ensure that New York City continues to serve as an economic engine for New York State, and to help New York City compete with other global cities such as London, Shanghai and Tokyo, its entire transit system must be brought into good physical repair sooner rather than later,” Thompson said. “Much more remains to be done so that New York City residents can be confident that their trips can be timely and safe.”.