Tuesday, March 12, 2013
By Jim O'Grady
(New York, NY - WNYC) Expect delays. That's the message from the New York Metropolitan Transportation Authority as it readies to spend $2 billion in federal relief aid to make repairs to the subway after Sandy.
Flooding from the storm coated thousands of electrical components in parts of the system with corrosive salt water. The MTA says riders can expect more frequent interruptions of service as those switches, signals, and other parts are replaced.
Immediately after Sandy, the MTA scrambled to get the subway up and running, sometimes with components that were damaged by flooding but hastily cleaned and pressed back into service. Much of that equipment is functioning with a shortened life span, and will be replaced.
That means a lot of repair work will be happening in the subways over roughly the next two years. MTA executive director Tom Prendergast says the work will cause more line shutdowns, called "outages."
"The problem we're going to have is how do we do that and keep the system running?" he told members of the transit committee at MTA headquarters in Midtown Manhattan on Monday. "We don't want to foolishly spend money; we want to effectively spend that money in a very short period of time. So there are going to be greater outages."
Except for the still-shuttered South Ferry terminal and severed A train link to The Rockaways, the subway was almost entirely back up and running within a month after the late October storm. But Sandy's invisible fingers, in the form of corrosion, can still play havoc with trains.
MTA spokesman Adam Lisberg said, "The subways have recorded more than 100 signal failures related to Sandy since service was restored after the storm, plus problems with switches, power cables and other infrastructure. Most of those failures happened in yards, but some were on mainline tracks and led to at least short service disruptions."
Twice last week, signals on the R train failed and briefly disrupted rush hour service. The problem was traced to components degraded by salt water caused by flooding in the Montague Avenue tunnel, which connects Brooklyn to Manhattan beneath New York harbor.
The MTA is in line to receive $8.8 billion in federal Sandy relief aid, which is to be split about evenly between repairs and hardening the system against future storms. Projects funded by the first $2 billion must be completed within two years after their start date. That will cause a flurry of repairs in large swaths of the subway--mostly in Lower Manhattan, the East River tubes, and lines serving waterfront areas of Brooklyn.
The MTA already shuts down or diverts train traffic from parts of the system on nights and weekends to upgrade tracks, signals and switches, and otherwise keep the subway in "a state of good repair." Add to that the new Fastrack program that closes sections of lines overnight for several days in a row, allowing work gangs to fix tracks and clean stations without having to frequently step aside for passing trains. And now comes even more disruptions in the form of post-Sandy repair and mitigation.
There's no word yet on when work will commence or on what lines the extra outages will occur, but straphangers would do well to start bracing themselves. Sandy wounded the subway to a greater extent than the eye can see, and it will take years--and extra breaks in service--to return the system to its pre-storm state.
Thursday, March 07, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) In the basement of a Lutheran church a few blocks from the U.S. Capitol bicycling advocates gathered on a rain-soaked Wednesday afternoon to prepare to meet their congressional representatives. On the third day of the National Bike Summit in Washington, bicyclists from across the country took their message to lawmakers: as more bikes share the roads with cars, more bicyclists are being killed or injured.
“In order for people to feel safe they have to have their own space,” said Karen Overton of New York City, who owns two bike shops. She had a face-to-face meeting with her congresswoman, Rep. Nydia Velázquez, to talk about improving street safety through federal investments in bicycling infrastructure.
“It’s getting easier. Ten years ago it was like we were aliens on the hill. So there has been change in the right direction,” Overton said.
Less than 0.5% of federal highway safety funds are spent improving bicyclist and pedestrian safety, say advocates, at a time when the streets are becoming more dangerous for people not in cars. Pedestrian and bicyclist fatalities have increased from 12% of all roadway deaths in 2008 to almost 16% in 2011, according to the federal government's fatality analysis reporting system (FARS).
In addition to increasing federal spending on bicycling and walking infrastructure (traffic calming structures, separated bike lanes, cycle tracks), advocates are asking their representatives to follow through on efforts to require state transportation departments to set statistical goals to reduce biking and pedestrian incidents, part of a “performance measures” initiative of the MAP-21 legislation signed into law by President Obama on July 6, 2012.
“While there may be a broad safety target set for the number of lives that are lost on the roads, there isn’t a specific one for bicyclists, for pedestrians, and we feel it's a big enough issue that there should be a specific target,” said Andy Clarke, the president of the League of American Bicyclists. He is a signatory on a letter urging U.S. Transportation Secretary Ray LaHood to convince states to use federal funding to make non-motorized transportation safer.
LaHood is a favorite among bike and pedestrian advocates, and he dropped by the National Bike Summit earlier this week.
Overall roadway fatalities have dropped significantly, according to federal data. The number of people killed has dropped from 37,423 in 2008 to 32,367 in 2011. But roughly 5,000 pedestrians and bicyclists are killed annually.
“The numbers have been going up slightly for those two means of travel,” Clarke said. “They’ve been going down for people who are in cars and are belted and buckled up. We want to see a similar level of attention paid to crashes that are happening involving bicyclists, involving pedestrians, even motorcyclists.”
Anthony Siracusa of Memphis was among the advocates who trekked to the hill on Wednesday. He successfully pushed for a $15 million grant to build a bicycle and pedestrian bridge across the Mississippi River. He says once lawmakers should visit bicycling and walking projects in their home districts to see for themselves how cities are becoming more livable.
“It’s one thing to talk about it across a board room table,” he said. “It’s another thing for them to actually experience it and see the number of stakeholders who come together around these projects, and the relatively small investment it takes to make a profound difference in the community.”
Follow @MartinDiCaro on Twitter.
Wednesday, March 06, 2013
By Jim O'Grady
(New York, NY - WNYC) New York area transit has received a double setback, both having to do with Storm Sandy and what's needed to recover from it: money.
Thanks to the sequester, the U.S. Department of Transportation will be disbursing five percent less in Sandy disaster relief to transit systems damaged by the storm. That means 545 million fewer dollars for the NY Metropolitan Transportation Authority; the PATH Train, which connects northern New Jersey to Lower Manhattan; and transit agencies in six northeastern states battered by the storm.
The NY MTA officially learned of the funding reduction in a letter sent Tuesday from the president of the Federal Transit Administration to the authority's acting executive director, Tom Prendergast.
"Dear Tom," the letter began. "I have regrettable news..."
The letter went on to say that "due to inaction by Congress" -- meaning the failed federal budget talks -- there would be less money to recover from Sandy, "the single greatest transit disaster in the history of our nation."
Millions Less For Mitigation
The cut won't be felt right away because the first $2 billion in aid, out of nearly $10.4 billion, is in the pipeline. The NY MTA's first grant was $200 million "for repair and restoration of the East River tunnels; the South Ferry/Whitehall station; the Rockaway line; rail yards, maintenance shops, and other facilities; and heavy rail cars."
The PATH Train, which is operated by the Port Authority of New York and New Jersey, received $142 million "to set up alternative commuter service; repair electric substations and signal infrastructure; replace and repair rolling stock; and repair maintenance facilities."
Future grants were supposed to be used, in part, to protect transportation assets and systems from future disasters. But the letter goes on to say that the cut will curtail those efforts: "FTA will now be required to reduce these investments by the full $545 million mandated by the sequester."
The feds say that the reduced pile of Sandy recovery money means priority will given to reimbursing transit agencies for "activities like the dewatering of tunnels [see photo above], the re-establishment of rail service ... and the replacement of destroyed buses."
Also Affected: A Troubled Megaproject
A spokesman for the NY MTA said the reduction in funds won't affect progress on mega-projects like the Second Avenue Subway and East Side Access, which will bring the Long Island Rail Road into Grand Central Terminal.
"East Side Access and Second Avenue Subway will keep rolling along," the spokesperson said.
But at what cost? In the case of East Side Access, New York State Comptroller Thomas DiNapoli gave a detailed answer on Wednesday, which constitutes transit setback number two. He said in a report that the cost of the project had nearly doubled from an original estimate of $4.3 billion to the current price tag of $8.25 billion. The completion date has also been pushed back ten years to 2019.
These semi-appalling facts are generally known. Less well known is the report's conclusion that the NY MTA's current estimates for the East Side Access timetable and final price tag "do not take into account the impact of Superstorm Sandy."
The storm did little to no damage to the project's eight miles of tunnels. But DiNapoli said it diverted NY MTA resources, which resulted in a construction delay at a key railyard in Queens, costing $20 million. The comptroller added, "Within the next three months, the MTA expects to determine whether the delay will have an impact on the overall project schedule."
In other words, there's a chance that East Side Access could be more than ten years late. A spokesman for the NY MTA declined to comment.
Tuesday, March 05, 2013
By Martin DiCaro : WAMU
The District of Columbia’s Office of Planning is considering a proposal to potentially squeeze the supply of available parking spaces in some neighborhoods as new development attracts more residents and jobs. If successful, it will mark the first major change to the city's zoning code since it was first adopted in 1958.
It's part of a growing city attempt to reduce congestion by offering its residents alternatives to the automobile – from bikes to buses to making walking more attractive.
Planning officials may submit to the zoning commission this spring a proposal to eliminate the mandatory parking space minimums required in new development in transit-rich corridors and in downtown Washington. The idea squares with the vision of making the district less car-dependent and would let developers decide how many parking spaces are necessary based on market demand. However, opponents say the plan denies the reality that roughly 70 percent of Washington-area commuters drive and removing off-street parking requirements in apartment and office buildings would force motorists to circle city blocks looking for scarce spaces.
“This is a very dangerous proposal. We think it threatens the future of Washington, D.C.,” says Lon Anderson, the chief spokesman for AAA Mid-Atlantic, which represents motorists and advocates road construction as a solution for traffic congestion.
A city where a car isn’t a necessity
Thirty-nine percent of D.C. households are car-free. In some neighborhoods with access to public transit, more than 80 percent of households are car-free. Some recent developments wound up building too much parking to adhere to the mandatory minimums, including the D.C. USA shopping center in Columbia Heights, which is right next to a Metro station and busy bus corridor.
“The parking garage there is probably as twice as big as it needs to be, and the second level is basically not used so the city has had to scramble to find another use for it,” says Cheryl Cort, the policy director of the Coalition for Smarter Growth and advocate of the zoning change.
“Rather than having the government tell the private sector how many parking spaces to build, we think it’s better for the developer to figure out how it best wants to market those units," Cort added.
Developers favor eliminating the mandatory parking minimums because the construction of parking garages, especially underground, is enormously expensive. Each underground space adds $40,000 to $70,000 to a project’s cost, according to Harriet Tregoning, the director of D.C.’s Office of Planning, who is working on the overhaul of D.C.’s zoning code. The code was last updated in 1958 when planners assumed the automobile would remain the mainstay of individual transportation.
“No matter how much mandatory parking we require in new buildings, if the landlord is going to charge you $200 per month to park in the building and the city is going to let you park on the street for $35 per year, you may very well decide… to park on the street,” Tregoning says. “Many developers are finding they have parking that they can’t get rid of, that they don’t know what to do with. That’s really a stranded asset.”
Parking-free building coming to Tenleytown
On the corner of Wisconsin Avenue NW and Brandywine Street NW stands what used to be a billiards hall. The property, just a block from the Tenleytown Metro station, has been an eyesore for years. Douglas Development is expected to redevelop the site this year, turning it into a mixed-use retail and residential space with 40 apartment units and no on-site parking.
“When the Zoning Commission looked at this site and DDOT did some analysis, they found a lot of availability of both on-street parking and off-street parking. There are actually hundreds of parking spaces around this Metro station that go dark at night,” says Cheryl Cort, whose group contends the construction of parking spaces drives up housing costs an average 12.5 percent per unit. If developers can't find a market for those parking spaces, they pass the costs onto tenants.
Douglas Development, which declined to comment on this story, received an exemption from the zoning commission to avoid the parking minimum at the Tenleytown property. Situated close to Metro and planning to market the apartments to car-free residents, the developers escaped having to build 20 spaces under the current regulations in the zone (C-2-A).
Douglas’s plan may look sensible given the conditions in the neighborhood, but AAA’s Anderson says it will cause problems.
“Are you going to have any visitors who might drive there to visit you? How about your mom and dad, are they going to be coming in? Do they live locally or are they going to be driving in? If so, where are they going to park?” says Anderson, who says the past three years have seen 16,000 new car registrations in Washington.
Fewer cars in D.C.’s future?
In its fight against the parking policy change, AAA is being joined by community activists who claim their neighborhoods will be clogged by drivers looking for parking. Sue Hemberger, a 28-year district resident who does not own a car, says Tregoning’s proposal is too harsh. In her view, district officials are making car ownership a hassle.
“What I see us doing in the name of transit-oriented development is pushing people who won’t forgo car ownership off the edge of the transit grid,” Hemberger says. “I’m worried about the future of certain neighborhoods and I’m worried about the future of downtown.”
Anderson says D.C. is waging a “war on cars,” but Tregoning says changes to zoning regulations are not designed to make motorists’ lives miserable. On the contrary, the planning director anticipates the number of drivers in the district will grow but they will have enough options to do away with car ownership, like the car sharing services of Zipcar and Car2Go.
“How does your walking, biking, or taking transit affect his ability to drive, accept to make it easier?” Tregoning says in response to Anderson. “The national average household spends 19 percent of income on transportation. In the district, in areas well-served by transit, our number is more like 9 percent of household income. So we happen to think lots of choices are a good thing.”
In 2012 the city of Portland, Oregon, commissioned a study to look at the relationship between car ownership and new development, after apartment construction with little to no on-site parking in the city’s inner neighborhoods raised concerns about the potential for on-street parking congestion.
The study found “that 64 percent of residents are getting to work via a non-single-occupant vehicle. Almost a third (28 percent) of those surveyed belong to car-free households; however, cars are still the preferred mode of travel for many of the survey respondents.”
About two-thirds of the vehicle owners surveyed in Portland’s inner neighborhoods “park on the street without a permit and have to walk less than two minutes to reach their place of residence, and they spend only five minutes or less searching for a parking spot,” the study found.
To Hemberger, the Portland study’s key finding is that people don't give up car ownership just because they commute to work via public transit. In a city like Washington, Hemberger says, there will not be enough street spot to accommodate new, car-owning residents.
Decision could come this spring
The Office of Planning will submit the proposed removal of parking minimums to the Zoning Commission later this month or early April, where it will go through the public process again before a final decision is made.
“We are a really unique city because we have an amazing number of transportation choices. Our citizens end up paying a lot less for transportation than the rest of the region,” Tregoning says. “I don’t understand why that would be considered a war on cars to try to give people choices, the very choices that actually take automobiles off the road to make it easier to park, to make it easier to drive with less congestion.”
Follow @MartinDiCaro on Twitter.
Monday, March 04, 2013
By Jim O'Grady
(New York, NY - WNYC) This weekend, New York subway and bus riders were hit with their fourth fare hike in five years. That money is collected with every swipe of a Metrocard--a piece of technology that was introduced 20 years ago and becomes more obsolete by the day. Despite the card's slow slide into obsolescence, riders must now pay a dollar surcharge if they lose or discard their card.
That has some straphangers, like Rich and Jean Wasicki, grumbling. Every six weeks, the couple come to New York from Buffalo to visit their son, a student at Fordham University. Each time, they buy a Metrocard and, after using it, throw the card away. When Rick Wasicki was informed that the practice will now cost him a dollar per card, he blurted, "Ridiculous! Absolutely ridiculous."
Wasicki said it's a lot to ask a Buffalo guy to keep track of his New York City Metrocard. But the NY Metropolitan Transportation Authority says it costs $10 million a year to produce those cards. Plus, there's the extra cost to cleaning up cards that riders toss on the ground.
Jean Wasicki countered that the NY MTA profits from some of those discarded cards. "Half the time we put dollars, as out-of-towners, on that card that we ultimately don't end up using," she said. "And so those are dollars that the MTA has in its pocket."
Riders do leave about 50 million unredeemed dollars on Metrocards each year. But the NY MTA says that's not extra revenue. It costs the authority the same amount of money to run subway trains on a schedule, whether Wasicki uses all the value on her Metrocard or not.
Naomi Rosenberg commutes by the 1 train to her job at a non-profit serving the homeless. She wondered why New York can't get rid of the Metrocard for something more convenient, like the Transit Card used in Chicago, where her mom lives.
"My mom has a plastic credit card. It's basically connected to her credit card, her transit card," Rosenberg said.
Her mom's transit card draws money directly from her bank account, and refills automatically. "You don't have to keep track of old cards. It's not paper, it's plastic," she added.
The New York plan was to swap out its Metrocard last year for a bank card with a computer chip that would let riders pay their fare. But not enough banks signed up, and the program was scrapped.
The NY MTA is now building its own transit card. The new technology must be ready by 2019, which is around the time the Metrocard turnstiles and vending machines are expected to wear out. In the meantime, the authority expects to collect $20 million a year from the new Metrocard replacement fee, a dollar at a time.
Friday, March 01, 2013
The Dow is hovering near record highs even as massive federal spending cuts are coming. Is there a bubble in the making?
Tuesday, February 26, 2013
By Martin DiCaro : WAMU
The airport experience will get more aggravating if Congress does not avoid the automatic budget cuts called sequestration, three Virginia Democratic lawmakers said Monday at a news conference inside Reagan National Airport, predicting fewer flights available and longer security lines.
Representatives Gerry Connolly and Jim Moran and Senator Tim Kaine, flanked by members of air travel and pilots’ groups, issued a warning for every American who plans to fly: cuts to the FAA and TSA budgets would affect key personnel who now man air traffic control towers and security screening checkpoints.
Connolly said, “47,000 [FAA] employees could be furloughed one day per two-week pay period, the equivalent of ten percent of their workforce. That number includes 15,000 air traffic controllers. That will affect the scheduling of flights and the availability of flights.” He added, the sequestration cuts would not force a simple belt-tightening but instead affect staffing levels at airports across the country.
Some Republicans are questioning why the possible $689 million FAA budget cut, which amounts to about four percent of the agency’s $15.9 billion budget, would cause so many problems. Moran said sequestration provides no flexibility to Congress or President Obama.
“The cuts are being concentrated on what’s called discretionary programs, which is a minority of the entire federal budget, and they are also being squeezed into a seven month period out of the fiscal year,” Moran said. “So if you had 12 months in which to spread them out, if you had the ability to identify which programs are a higher priority than others, if you didn’t have to cut every program, project and activity equally, and if you could deal with the entire federal budget, the effect would not be anywhere near as severe.”
“We can fix this. It doesn’t have to be this way. In fact it’s not that hard to fix,” said Kaine, who said congressional Republicans oppose a “balanced approach” to deficit reduction that includes tax increases and spending cuts.
Some Republicans disagree with that assessment.
Virginia Republican Congressman Frank Wolf was invited to the news conference but did not attend. In a statement released by his office, Wolf urged both President Obama and House Speaker John Boehner to embrace “bipartisan plans to turn off sequestration.”
In his letter to the president, Wolf said the best solution is to enact the recommendations of the Simpson-Bowles Commission, which he said would reduce the deficit and prevent the automatic federal budget cuts.
The possibility of additional hour long waits on security lines caused by cuts to the TSA’s budget is not sitting well with travelers. Some are angry Congress has failed to reach a deal to avoid disruptions to air travel.
“They ought to go back to school and learn how to add and subtract. This wouldn’t have happened in the first place,” said one woman at Reagan National Airport who declined to provide her name. “I’m totally disgusted with government.”
Others travelers weren’t buying the dire warnings about 90-minute flight delays.
“I feel that decline in services will be fairly minimal, except perhaps for business travelers. I feel like the amount of money being cut is a small percentage of the total,” said Ed Evan as he sat in the US Airways terminal.
If sequestration takes effect, Congress can act later to restore some of the cuts, but Connolly warned the process will be difficult.
“We have a continuing resolution funding the federal government that expires March 27, so there is an opportunity… to try to fix some of these problems,” Connolly said. “But you have to remember that once sequestration kicks in, that creates a new baseline for the continuing resolution. In other words, the new number is minus the sequestration.”
It remains unclear how much wiggle room the FAA and TSA will have to adjust air traffic controllers’ and security screeners’ work schedules to maintain adequate staffing during peak travel times and the coming summer vacation months.
“The fact is no one knows right now what the impact of the sequester will be,” said Geoff Freeman, the chief operating officer of the U.S. Travel Association.
Monday, February 25, 2013
Adam Davidson, co-founder and co-host of Planet Money, a co-production of NPR and This American Life, and author of the weekly "It's the Economy" column for the New York Times Magazine, talks about current economic issues—whether illegal immigrants really hurt the economy, what would happen if economists controlled the borders, the connection between money and happiness, and waning power of union, the debate over raising the minimum wage, sequestration, and more.
Friday, February 22, 2013
By Martin DiCaro : WAMU
Six roller coaster weeks after Governor Bob McDonnell proposed a major transportation funding overhaul, the Virginia House of Delegates has approved a compromise measure to raise $3.5 billion over five years for roads and rails.
The House voted 60 to 40 -- with 25 Democrats providing key "yes" votes -- to send the measure to the state Senate. House minority leader David Toscano said, "it's not perfect but better than not approving any new money for transportation."
"There are things that I don't like about this, but I am willing to support it because I do think that even though it doesn't solve every problem, it solves a lot of problems," he said.
The bill replaces the 17.5 cents-per-gallon gasoline tax you pay at the pump with a 3.5 percent wholesale tax on gasoline AND a 6 percent tax on diesel. The state sales tax would also increase to 5.3 percent, with that additional revenue earmarked for transportation.
Republican Delegate David Albo of Fairfax says Northern Virginia will eventually receive $350 million a year for its needs. "The three funding sources are a .7 cent sales tax, a .25 percent fee when you sell a home, so on a $500,000 that's $1250, and a three percent hotel [tax]."
The legislation also imposes a $100 registration fee on hybrid and electric vehicles. State Senate approval is needed to approve these proposals.
Thursday, February 21, 2013
(Matt Bush, Washington, D.C. - WAMU) Maryland Senate President Mike Miller wants to impose a sales tax on gasoline, as well as allow counties that rely on mass transit, like Montgomery and Prince George's, the ability to raise the state gas tax up to 5 cents per gallon in their areas.
It will take a lot of heavy lifting to get it passed in Annapolis, something the long-time president of the Senate knows as well as anyone.
One way Miller is looking to secure votes is by pushing something he himself does not like — a so-called "lockbox" on transportation funding. Critics have long argued that lawmakers end up spending money raised by transportation taxes on other things.
"I personally don't care for this proposal, but to ease the minds of those that think this is a piggyback for some future executive to rob from, I think this might alleviate their concerns," he says.
The biggest fight, however, will come from legislators who feel motorists will be paying higher taxes that will go to mass transit, as those lawmakers feel that more of that money should instead go toward roads.
Meanwhile, across the border, Virginia politicians are negotiating a transportation funding deal that would lower the gas tax and increase the sales tax.
Follow Matt Bush on Twitter.
Wednesday, February 20, 2013
By Kate Hinds
Cheaper car insurance rates can now be yours, New Yorkers -- if you drive fewer miles more safely, and agree to attach an electronic monitoring device to your car's dashboard.
It's called usage-based insurance, and it's already in place in dozens of states across the country. It is relatively new to New York, however, and now city officials and the two companies offering it are trumpeting its benefits to boost enrollment.
Under this type of insurance, drivers agree to attach a monitoring device to their car's electrical system. That device relays behavioral information like speed, number of miles driven, time of day the car is used, and how often -- and hard -- the brakes are hit. (The device is not a GPS device, insurers hasten to add.) The data is analyzed and a premium rate computed. Currently, only Progressive and Allstate are offering this type of insurance in New York.
New York City Transportation Commissioner Janette Sadik-Khan said this type of insurance incentivizes good driving. "I think that when people realize they can save real money, and you can save money by driving safely, I think we'll see safer driving and money in the pockets of New Yorkers." She said it makes good financial sense for New Yorkers, who tend to drive less than people in other parts of the country because of the availability of public transit.
Which is a good thing. "There's really a big public policy benefit to a program like this," said Dave Pratt, Progressive’s general manager of usage-based insurance. "If you can save money by driving less, avoiding dangerous times of day and driving more safely, we might actually encourage people not to drive as much, so there wouldn't be quite as much traffic."
Pratt added "we've seen some evidence that being in the program does help people to drive more safely."
The devices also allow users to track their own driving habits via computer.
Allstate and Progress say the program is purely voluntary, and it rewards good behavior without punishing bad. So drivers who routinely speed down the Thruway at 2am won't be slapped with higher premiums. (Or, as Progressive's Flo puts it in a commercial, "before you worry your pretty little heads -- no, your rates can't go up.")
Read more about the usage-based insurance on the NYC DOT's website here.
Wednesday, February 20, 2013
(Derek Wang - Seattle, KUOW) Bus service in King County could get some good news this week. Washington state lawmakers are expected to introduce a plan that could prevent a looming fiscal crisis. But first, it has to clear some hurdles.
One of the most heavily used bus routes in King County is bus route 7. Officials say as many as 12,000 people ride the number 7 bus every day. Resident Steven Anderson relies on it and hasn’t owned a car in years. He said the number 7 can be really packed during rush hour.
“It will be to the point where it will even pass you because it’s too full,” he said. “So it won’t even pick you up, so you have to wait for the next one or the one after that.”
Crowded buses are a problem that could have been worse if the Washington state Legislature hadn’t stepped in. About two years ago, King County Metro was faced with making massive cuts that would have affected most riders. But those major reductions never happened. Metro cut some costs, trimmed some schedules and ended the downtown Ride Free Zone. It also won new funding authority from the state Legislature and started charging a $20 vehicle license fee for bus service.
The problem is that the $20 fee is due to expire next year.
Transportation advocates are sounding alarm bells. “We’re about a year or so away from a major fiscal cliff for King County Metro,” said Rob Johnson, executive director of Transportation Choices Coalition. He said other transit systems are facing similar challenges, especially in Pierce and Snohomish Counties. “In Snohomish County, Community Transit has already eliminated all of its Sunday service and significantly reduced service from 2008," Johnson said. "We’re really struggling as a region to keep buses on the streets.”
Transit agencies are in a tough bind because of funding problems. The systems are largely paid for by sales taxes. But when the recession hit, people started spending less -- and funding for transit plummeted.
Last year, King County asked the Legislature for a permanent funding solution, one that would not expire. But that effort failed after King County and its suburban cities couldn’t agree on how to split the new revenue.
This year the issue is before lawmakers again, and some officials are optimistic that they can work out a deal. Democratic Representative Judy Clibborn chairs the House Transportation Committee and is leading this year’s effort in Olympia. She said unlike last year, this year’s proposal is connected to a larger plan for all of Washington, not just for King County, and is expected to cover buses and road improvements.
“This is a whole new ballgame,” Clibborn said. “Last year there was no statewide package on the table. There was nothing that was moving forward for helping cities and counties with transit and ferries and this year there is.”
For the legislation to pass, it will need a lot of support. Two-thirds of the Legislature will need to vote for it in order for it to take effect. But it could still go before voters. And it would be a tough sell to people like SeaTac resident Steve Donah. Donah said state lawmakers are wrong to propose new taxes or fees.
“They need to use the money that they have better. They’re not putting that money in where it needs to go,” he said. “I’ve been in this state for 25 years now, moved from California up here, and I’m seeing more potholes than I’ve ever seen in my life.”
Donah’s sentiments could be a signal of things to come. The last roads and transit package put before Puget Sound voters failed in 2007.
Tuesday, February 19, 2013
By Kate Hinds
A coastal Jersey roadway ravaged by Sandy will take two years and over $215 million to repair.
Speaking Tuesday in the shore town of Lavalette, Governor Chris Christie said the state has received federal funding to rehabilitate a 12.5 mile stretch of Route 35 running from Point Pleasant Beach to Island Beach State Park. The road, which is a block from the Atlantic Ocean, "sustained some of the most severe damage in the state," said Christie. "Thousands of truckloads of debris and sand" were removed in the days after the storm, he said, and the road was "chewed away" in places. In Mantoloking (see above), the storm cut a new inlet between the ocean and the bay.
Christie said the scope of the damage left him with a decision: "Build back to where we were, or rebuild better and stronger." He added: "our decision is to rebuild better and rebuild now."
The new roadbed will be 24 inches thick instead of the current eight -- incorporating both an asphalt pavement top and sub-base materials to act as drainage and stabilization. There will also be a new drainage system and pump stations. "The new system will be built to handle 25-year storms, which is the maximum attainable given the peninsula's geology," reads the press release.
That's reasonable, says Dr. Tom Bennert, pavement expert at Rutgers' Center for Advanced Infrastructure and Transportation. He said the force of the water generated by Sandy was tremendous.
"It would be very difficult for any structure, even pavement, to withstand that," he said. "A 25-year flood, based on the geology, based on the fact that there is quite a high water table in that area, you’re only going to be able to drain so much, is a very realistic target."
Bennert said he was glad to see the state pay attention to the drainage system, which he said is critical. "It’s kind of hard to visualize," Bennert says, "because when we’re driving on the road we just see the top. But really there’s six to 12 inches of asphalt below that, then granular material used as a foundation to support the asphalt." That granular material provides drainage to make sure if water gets in, it doesn’t stay there.
Bennert also said Route 35 needed work even before Sandy hit. "A lot of our pavements in this state have lived past their design life," he said, and that includes Route 35. "It was a pavement that was built quite a while ago and honestly...really needed to be reconstructed to begin with."
The project is being divided into three phases. The first section of the road to be repaired will be the northernmost stretch, which currently has just one travel lane open in each direction. Work will begin this summer.
According to New Jersey Department of Transportation spokesman Tim Greeley, "the Complete Streets model has been incorporated into our design for all three contracts." He says the state will be installing new sidewalks, as well as upgrading many existing intersections with ADA-compliant curb ramps, high visibility crosswalks and some pedestrian signal heads at certain locations.
Greeley adds: "While there are no dedicated bike lanes planned, the reconstructed roadway shoulders will be built to the same strength as the travel-lanes and will therefore provide a safer and smoother ride for cyclists."
The New Jersey Department of Transportation says that while it tries to limit summer construction along shore highways, work on Route 35 will be ongoing throughout 2013. At least one lane of traffic will be open in each direction at all times.
To watch Governor Christie make the funding announcement, see the video below.
For more, check out the WNYC series Life After Sandy.
Friday, February 15, 2013
By Jim O'Grady
(New York, NY - WYNC) Now that post-Sandy repairs to New York's transportation infrastructure are in full swing, attention is shifting toward hardening the city's bridges, tunnels and roads against future storm surges.
U.S Transportation Secretary Ray LaHood came to Manhattan to hand over $250 million to reimburse the city Department of Transportation for repairs it's making to its storm-damaged facilities. LaHood also said $5 billion is on the way to make those same facilities resilient in the face of future storms.
It's unclear how much of that money could come to New York City. But U.S. Senator Charles Schumer gave examples of how it could be spent locally.
"Once they repair the inside of the Brooklyn-Battery Tunnel, they can put, if they choose, steel gates, to prevent another flood," he said. He also talked about raising coastal roads and building dunes to shelter highways from the ocean.
New York City Department of Transportation Commissioner Janette Sadik-Khan, who joined LaHood and Schumer, said Sandy caused the city "$900 million worth of damage to city roads, bridges, our ferry system, signals, signs--an extraordinary amount of damage."
By way of example, she said The Battery Park Underpass at the tip of Lower Manhattan was filled with 15 million gallons of water (see photo). When it comes to reducing that kind of vulnerability to storm damage, Sadik-Khan said her department "has a long way to go."
Schumer praised LaHood for delivering the $250 million in repair money less than a month after it's authorization by Congress, which he called "a world record" in the realm of post-disaster relief. He explained that the funds will be used in part to reimburse the city for repairs it has already undertaken.
"The mayor couldn't sit there and wait and say, 'We'll fix the Brooklyn Battery Tunnel when the federal money comes,'" he said. "The city had to lay out enormous sums of money."
Some of the money has been spent on repairing the vents and electrical system of the Battery Park Underpass , fixing flood-damaged parts of the Staten Island Ferry terminals, shoring up bridges, and replacing highway lights and guardrails.
Sadik-Khan said the mayor's office will release a report in May about how to harden the city's infrastructure against future storms, including roads and bridges .
Investigation: Washington Airport Agency Leadership Targeted Pro-Labor Board Members in Rail Line Fight
Thursday, February 14, 2013
By Martin DiCaro : WAMU
(Washington, D.C, - WAMU) A former board member of the authority in charge of airports in the Washington, D.C. region is accusing the agency's leaders of not telling the whole truth in testimony before Congress, and internal emails suggest three current authority board members worked with officials in Richmond, Va. to remove one of their colleagues, an investigation by WAMU has found.
The Metropolitan Washington Airports Authority (MWAA) is trying to rebuild the public's trust after a tumultuous 2012. But key officials who remain in their MWAA posts were involved in the political maneuvering that ended in the resignations of two pro-labor, Democratic board members who, their opponents say, were threatening the completion of the Silver Line: Mame Reiley and Dennis Martire, who supported a controversial pro-union provision for the construction of the rail project's second phase.
Twenty-three pages of emails obtained by WAMU suggest that Republican board members Tom Davis and Todd Stottlemyer, as well as Democrat Rusty Conner, were aware of Gov. Bob McDonnell’s intention to remove Dennis Martire from the MWAA board and communicated with Republican officials in Richmond to secure Martire's removal.
And former MWAA board member Bob Brown, a Democrat, says agency CEO Jack Potter and board vice-chairman Tom Davis did not tell the whole truth when they told members of a House subcommittee last November that the hiring of Mame Reiley to a staff position was only Potter’s idea.
The emails, along with Brown's allegation, suggest that an agency designed to be insulated from political pressures was riven by them. The Metropolitan Washington Airports Authority is comprised of four jurisdictions: D.C., Maryland, Virginia, and the federal government (three board members are presidential appointees). The board members terms are staggered to prevent any single mayor or governor from exerting excessive influence over the appointment process. Yet it appears the Republican administration of Virginia Governor Bob McDonnell sought to replace members of the board of directors not when their terms expired but through political pressure exerted by its allies.
‘Not illegal, but against the grain’
Reiley resigned from the board in February, citing health concerns, and began a new, $180,000 per year position shortly thereafter.
“Nobody did anything illegal, but it goes against the grain, of the notion of these kinds of non-political regional agencies,” said Brown.
Brown says Davis, who was appointed by McDonnell, orchestrated the hiring of Reiley to a special position created for her. Brown says he knows this because both Reiley and Davis told him so.
“Tom was the one that conceived of the idea of how to persuade Mame Reiley to resign her seat and open up that prior Democratic appointment for McDonnell to fill,” Brown says.
By replacing Reiley on the MWAA board of directors with Todd Stottlemyer, the McDonnell administration secured another Republican vote against a pro-labor provision included in the bidding process for Phase 2 of the Silver Line. McDonnell and Republicans in the General Assembly fought against that provision, known as a PLA or project labor agreement, and the all-Republican Loudoun County Board of Supervisors threatened to pull out of the project over it.
MWAA had defended the pro-labor provision against these attacks for months, but bowed to this pressure and voted to kill the PLA on June 6.
Davis denies he orchestrated Reiley’s hiring. Reiley did not return calls and emails seeking comment.
“There are other people, who I am not going to get into, that basically initiated this conversation,” Davis said. “I didn't have a dog in that fight but I thought getting her off the board frankly at that point would be a win-win for everybody. So I acquiesced and didn't raise an objection to it.”
Potter, the MWAA CEO, finalized Reiley's hiring and continues to take sole responsibility for the decision — a decision that was among questionable dealings highlighted in an audit by the U.S. Department of Transportation last year.
“I stand by what I testified in front of Congress. I made the decision on the hiring and it was my sole decision. I made the decision to hire Mame Reiley, period,” Potter told WAMU 88.5 in an interview this week.
Potter noted in his November testimony, “My judgment was not good in terms of the hiring of that person.” He added, however, that the position was necessary to develop land to offset rising costs at Dulles International Airport.
Davis testified at the same hearing that he knew the job was being created for Reiley.
“I was aware. There were board members it was run by,” Davis testified. “This was a complicated situation.”
Board members emailed about Martire’s ouster
McDonnell on June 14, 2012 attempted to remove Dennis Martire from MWAA's board "for cause." It was just one week after the board voted to remove the pro-labor provision from the Silver Line bid process. Martire supported the PLA but had also been embarrassed by accusations that he abused MWAA’s travel policy.
Emails sent by Davis, Stottlemyer, and board member Rusty Conner suggest they knew of the governor's intention to dump Martire in February — four months earlier, according to emails which were obtained from a Fairfax Circuit Court filing.
In an email sent on Feb. 18, 2012 Davis wrote to David Speck, a former MWAA board member and member of Virginia’s House of Delegates. “I think they will try to remove Denny so that means two more [board] openings,” the email from Davis reads. “ [Virginia Transportation Secretary] Sean Connaughton is the key decision maker. It may be helpful for them to keep this bipartisan.”
A Fairfax Circuit Court judge blocked the governor’s attempt to remove Martire. The board member eventually settled his legal dispute with the commonwealth and agreed to resign his board seat.
Davis admitted he wanted Martire off the board, but insists it was not for political reasons, and that there was nothing improper in him supporting the labor leader’s removal.
“My job was to try to get a rail system built. This board was dysfunctional. It wasn't just the PLA. It was the lack of transparency. There were 20 things going wrong at that point,” Davis told WAMU 88.5 in an interview.
One of those things going wrong was the insertion of the labor agreement into the bidding process for Phase 2 of the Silver Line, which would have awarded contractors a bonus in their bidding scores if they agreed to enter into a voluntarily labor agreement with the workforce building the rail line. As a right-to-work state, Virginia’s General Assembly voted to withhold $150 million in funding if the PLA provision remained.
Project costs would have escalated under the project labor agreement, Davis argues. But Potter sees a value in such agreements; he credits the PLA Phase 1’s construction with keeping the project on time and on budget.
“The project labor agreement included a no-strike clause. It assured that there was an available trained workforce for the project. It produced an outstanding safety record. It provided management flexibility in the form of flexible work schedules that were very much needed given the nature of the type of work that was being done,” Potter said at an MWAA board meeting.
Bids for Phase 2 of the Silver Line construction are due by April 19.
In mid-May, Davis emailed fellow board member Conner, telling him that the PLA would be overturned June 6. "We all need to keep powder dry until then including Richmond," meaning the move to remove Martire should wait until after the PLA vote.
Conner emailed back, "Call Sean [Connaughton] and tell him not to pull the trigger on Martire until the 7th,” referring to the Virginia transportation secretary.
But Connaughton says it wasn’t his call; the Governor had the final say on Martire’s removal.
“The airports authority members are supposed to be representing the interests of the people that they were appointed by,” Connaughton said. “Each one is governed by the laws of the jurisdictions that appointed them. They are not supposed to be off doing things that are contrary to the interest of the jurisdictions in the region.”
In a June 1 email, Davis seems to joke that Martire may "keep his parking if he resigns, not if he is removed."
MWAA provided Martire $855,000 to pay his legal fees. The authority also provided Davis, Stottlemyer, and fellow board member Rusty Conner $196,000 for their legal fees incurred fighting subpoenas for 700 emails requested by Martire’s lawyers. The emails cited in this story were part of that filing. The $196,000 was paid to the law firm DLA Piper, where board member Rusty Conner is a partner.
"A Clean Sweep"?
Despite MWAA’s efforts to turn over a new leaf on ethics and practices, one government watchdog said the continued political infighting will affect the agency’s ability to perform its duties.
“Given all that has gone in the past couple of years with the board, it really seems like the best course of action would be a clean sweep and an entirely new set of board members,” said Melanie Sloan, the executive director of Citizens for Responsibility and Ethics in Washington.
Both the MWAA board chairman Michael Curto and CEO Jack Potter should also resign after being implicated in the Department of Transportation audit, Sloan said.
“It’s impossible for the public to have confidence in board members who engage in conduct like that,” she said.
Follow Martin Di Caro on Twitter @MartinDiCaro
Tuesday, February 12, 2013
By Jim O'Grady
(New York, NY – WNYC) The NY Metropolitan Transportation Authority says it’ll take two to three years and $600 million dollars to completely repair the South Ferry subway station, shuttered since storm Sandy. In the meantime, the authority is looking for ways to partially re-open the station and restore 1 train service to the tip of Manhattan.
“We can’t have the impacts that people are experiencing today” go on much longer, said MTA executive director Tom Prendergast.
He was referring to the thousands of riders who pour off the Staten Island Ferry each weekday and must now walk several blocks to connect to the 1 train. Before Sandy inundated South Ferry, those riders could catch the 1 train quickly and easily by entering the spacious station and walking down a flight of stairs.
The MTA won’t give a timeline for the station's partial re-opening. That led City Councilman David Greenfield to ask whether Prendergast could provide “a timeline on when you would have a firm timeline?”
Prendergast answered, “No.” But he later said the authority could offer a timeline in "two or three months." Prendergast said he’s ruled out shuttle buses to replace the missing train service because the buses can’t carry enough riders, even when "swinging low," which is transit-speak for full-to-bursting.
He added that the NY MYA is thinking about re-activating the old South Ferry station, a landmark that was mothballed when the new station got a top-to-bottom rehab and expansion thanks to $545 million in post-9/11 recovery funds. (The new station opened in 2009.) But the old station, with its tightly curved tracks, would need platform extenders and new entrances.
"There's also some equipment that’s now mounted on the platform," said MTA spokesman Adam Lisberg.
Tuesday, February 12, 2013
(Stephen Nessen - New York, SchoolBook) Since January, Tommy and Dina Nero have been a presence at the picket lines nearly every day. A bus driver and matron, as well as husband and wife, the couple has been dedicated to their union’s position in the ongoing school bus strike but, as the dispute drags into it second month, they also are facing the real-life challenges of limited pay and not working at a job they love.
“Those children are our children, as far as I’m concerned,” Tommy Nero said. “The children on my bus now, I’ve known them for the last three and-a-half years. So, the parents know us. It’s like a family, an extended family.”
The school bus strike has disrupted more than 5,000 of the 7,700 routes in the five boroughs. The last time this happened, in 1979, the strike lasted 13 weeks. And with all parties firmly entrenched in their positions, this one doesn’t have an end in sight. For the members of 1181 Amalgamated Transit Union, this means reduced wages and the loss of health care benefits.
And every week on strike has heightened the Neros’ anxieties.
There are the impending bills to pay: the mortgage on their Jackson Heights apartment, building fees, car bills, and college tuition for their 24-year-old son who has one more semester left at John Jay College. Also, Tommy needs a steady supply of inhalers for his asthma, a steep cost without health care.
Dina said she hit her head while doing laundry recently and it caused a big concern.
“I was like please, please don’t let me be bleeding, because I can’t afford to get stitches right now. It’s scary, because everything you do, you’re like ‘Oh I can’t get hurt,’ and it’s so on your mind,” she said.
During a recent visit to their home, Tommy wore his silver hair slicked back. Under his black driver’s jacket he sported a grey sweatshirt emblazoned with “Alaska,” a memento from better times.
“Alaska was our trip of a lifetime. It was our retirement money. We always wanted to go there. Now, from here on end, we don’t know what we’re doing. All our vacations will be on the fire escape,” Tommy said.
Tommy’s grandfather was a union man, working in steel mills in Harlem. Several of his relatives also are school bus drivers and escorts who are on strike now. He said he’s not only concerned about his job, but about the future of unions in the city.
The union says the strike is about ensuring employee protections are put in all new city contracts, protections that would ensure that companies hire union drivers and matrons, and assign routes based on seniority. The city says it’s illegal to keep the protections in the contract.
The strike has been going on since January 16.
Listen to the story here.
Tuesday, February 12, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) For the first time Gov. McDonnell says he is willing to compromise on his plan to eliminate the state's gas tax, an idea Senate Democrats are unhappy with because it would shift transportation funding to general revenues.
"I think we can talk about that," says McDonnell. "I think this is the best solution to be able to eliminate it."
On Tuesday, the Virginia State Senate will take up Gov. Bob McDonnell's transportation funding plan that passed the House of Delegates last week. But what the governor still calls the "best solution" is still dead on arrival in the Senate.
"We will have to compromise. There's no way I'm voting for a total elimination of the gas tax. That's absolutely insane," says Democratic Sen. Chap Petersen, who represents parts of Fairfax and Loudoun Counties. He says Democrats are open to a mix of solutions for paying for transportation, but the gas tax will have to be part of it.
Petersen says his colleagues are now more open to working with the governor since an unrelated but controversial redistricting measure was dumped.
"It can't help but improve things around here," says Peterson. "I think when that redistricting bill happened, it cast a shadow over the session."
If the Senate passes the measure, it will have to be conferenced with the House bill. The legislative session ends in about three weeks.
Follow Martin Di Caro on Twitter @MartinDiCaro
Thursday, February 07, 2013
By Martin DiCaro : WAMU
(Washington, D.C. - WAMU) Local officials are asking Maryland's Department of Transportation not to divert funding from the Purple Line, the proposed light rail line that would connect Montgomery and Prince George's counties.
The agency is considering reallocating $41 million dollars in Purple Line design funding to other sources if state lawmakers fail to pass a transportation revenue increase in this legislative session. The move would put the rail project on hold, which would be "unacceptable," according to Montgomery County Council President Nancy Navarro. She sent a letter voicing her concerns to MDOT's acting secretary this week.
"Montgomery County, specifically, is relying on these projects to continue our economic development strategies through our different redevelopment projects," Navarro says. "Many of the redevelopment projects that we have already adopted, all the master plans that we have adopted will mostly likely not be realized."
MDOT agrees, says agency spokesman Jack Cahalan -- which is why it believes the legislature should approve more money.
"The bottom line is, without a revenue increase, the state will simply not have the money to construct any new highway or transit projects," says Cahalan. "That's the reality."
The 16-mile Purple Line carries a $2.4 billion dollar price tag. Montgomery County officials say engineering funding for the Corridor Cities Transitway, a proposed bus rapid transit system, is also on the line.
Thursday, February 07, 2013
"It's hard to follow the dollars here," Joe McGee, of the Business Council of Fairfield County, said Wednesday afternoon.
"I work with these numbers all the time. I know these budgets. And I'm confused. What am I missing?"
On the one hand, Malloy's budget calls for a $1.26 billion special transportation fund for the coming fiscal year. Transit advocates have also been heartened by the work on the Hartford-to-New-Britain busway and the New Haven-Springfield high-speed rail line.
On the other hand, transportation -- like all other state services -- faces steep cuts as the administration tries to claw its way out of a several-hundred-million-dollar budget hole. And though next year's proposed spending is about $42 million above current levels, it falls $90 million shy of the level needed to maintain current services, according to nonpartisan legislative analysts.
The special fund supporting Connecticut's highways, bridges and railways would be raided for non-transportation programs under Malloy's proposed budget, continuing a trend that began roughly a decade ago.
Two days earlier, Republican state Rep. Gail Lavielle of Wilton had suggested changing state law to convert the roughly $1.3 billion fund into a "lock box" that could not be used for other purposes.
"If you don't do something to make some structural changes to the budget to leave money to spend on transportation, I fear for the consequences," Lavielle said. "We have trains that are unsafe, we have bridges that are unsafe."
While campaigning for governor in 2009, Malloy promised to preserve the Special Transportation Fund. In 2011, he tried, shifting $30 million away from the general fund and into transportation.
But as state finances have fallen into deficit, things have swung the other way. About $70 million was taken from transportation and put into the general fund this year, and Malloy wants to take another $75 million next fiscal year.
"He has broken his promise regarding the transportation fund for the second budget in a row," one of Malloy's chief critics, Senate Minority Leader John McKinney, R-Fairfield, said Wednesday.
Car, bus commuters asked to give more
Malloy's budget also assumes a major increase in the wholesale tax on gasoline and other fuels signed into law in 2005 by Gov. M. Jodi Rell. As far as motorists are concerned, about 3.8 cents per gallon will be added to the price of gasoline starting July 1, and the state expects to collect an extra $32 million next fiscal year.
Malloy spokesman Andrew Doba responded to McKinney's charge Wednesday, saying, "Governor Malloy has proposed a robust investment agenda for our state's infrastructure projects, as inconvenient as that may be for the senator."
The transportation fund expects to close this year with a $159 million reserve that is projected to grow to $164 million next year.
"Most residents, at least those not running for governor, would think taking surplus funds and using them to address what would be painful cuts that would affect our most vulnerable, is just common sense," Doba said.
But those reserves apparently will not be used to offset other cuts that many say will hurt the state's poorest residents, as well as worsen its already crumbling infrastructure. Bus fares will jump under the proposal, and many commuters with disabilities will also be asked to pay more. The state's rail budget will be cut by $2 million, and expenditures on road maintenance for towns will be shifted to the state's credit card.
"Those have consequences," said Steve Higashide, of the advocacy group Tri-State Transportation Campaign. "It feels like few areas were spared in this budget, and transportation wasn't spared either."
Lavielle was also concerned that the rise in fares for bus riders and riders with disabilities were going toward filling in the state deficit, rather than improving the transportation system. She has proposed separate legislation that would prevent this.
"If you are collecting money off rail and bus fares, that money should be used for rail and for buses," she said. In recent years, the legislature has also raised fares for Metro-North riders, with the increase in revenue going toward the state's general fund rather than the rail system.
Ben Barnes, secretary of the state's Office of Policy and Management, said it was incorrect to assume that increases in bus fare would go toward services other than transportation. But nowhere in the proposed budget is that made clear.
"Is the money raised for transportation staying with transportation, or is it being used to cover part of the deficit? It's unclear to me," said McGee of the Business Council of Fairfield County.
A ride on the public bus costs $1.25 right now. Under Malloy's plan, it'll go up to $1.50 in 2014 and raise $4 million next year. For riders with disabilities that prevent them from riding regular public transit, they'll have to pay 4 percent more to ride what are known as paratransit vans provided for them under federal law.
Advocates say the fare increases will impact commuters who are already suffering.
McGee credited Malloy for continuing to focus some investment in transportation, but he questioned whether Connecticut has an overall comprehensive plan.
"We know he's committed to transportation. But it's confusing," McGee said. "[W]e are not clear exactly on what his intentions are."