When the MTA started moving off of its net-zero labor demands a few months ago, we knew how this story would end. The MTA’s economic picture would improve as the region’s economy grew stronger, and the unions would demand a greater share of the pie. They would get their slice while the riders would get the scraps. Now that the MTA has sealed the deal with the TWU and LIRR unions, the financial picture for the next few years has taken shape, and lo and behold, riders are getting the bare minimum in service increases and biennial 4 percent fare hikes while the labor deals will cost $1.5 billion over the next four years.
As presented by the MTA on Monday during its monthly Board meetings and as later broadcast in a press release, the MTA anticipates that the new labor deals will result in annual increases in expenditures of $260 million. They swear, though, that the money won’t come from higher-than-anticipated fare hikes. Rather, the MTA will “reallocate” resources to pay for these labor costs as well as some service enhancements while maintaining pay-as-you-go funding for $5.4 billion worth of capital expenses for the next five-year plan. Without meaningful work rule reform, this is indeed a pyrrhic victory.
In fact, it may not even be a victory. The MTA will still take $80 million away from those PAYGO funds each year and simply have less to spend on capital projects. That’s one of the reasons the MTA faces a significant capital funding gap. Here’s the agency explaining other sources of money:
The plan makes several long-term trade-offs to ensure revenues meet ongoing obligations. Over the four-year period, supplemental contributions to an LIRR pension plan totaling $110 million will be eliminated, though all actuarially-required contributions will continue. Also, $254 million will be withdrawn, and additional contributions totaling $533 million will be suspended for four years, from a discretionary fund for future retiree health benefits which has no mandatory funding level. The plan also reduces pay-as-you funding for the MTA Capital Program by $80 million per year, which is equivalent to a $1.5 billion reduction in Capital Program funding capacity.
And how about the rest of us? Tell the people what they’ve won. For $15.5 million, we’re going to get….weekend J train service to Broad St. some time in mid-2015, extensions of service to Gateway Center II along the B13 and B83 bus routes, and added service along the Bx5. Staten Island residents will enjoy more frequent SIR and bus service to lineup with the increased overnight ferry service, and we’ll get two more Select Bus Service routes next year. Transit is also planning to better respond to signal problems in order to cut down unplanned service issues during the day.
Now, I don’t want to look a gift horse in the mouth, but it’s easy to see who gets the better end of that deal. This is the fiscal reality we live in though. The unions outlasted the MTA’s economic downturn, and the rest of us get saddled with a disproportionate amount of the costs without enjoying a similar share of the benefits. Less money for capital expenses; service improvements that raise just barely above the “token” level and more delays for future expansion and technology infrastructure projects — it’s all just part of the same old song and dance.