New York’s Metropolitan Transit Authority is broke. Back in May, Governor Paterson approved $2.1 billion in tax hikes to plug the authority’s $383 million hole, including, as the Manhattan Institute’s Nicole Gelinas notes, an ill-advised payroll tax in the middle of a deep recession. Predictably, revenues fell short. On top of this, the Governor agreed to $91 million in pay increases for top MTA officials. The MTA’s hole is now $400 million.
As if to hammer home that the MTA exists to serve its employees rather than its customers, a judge ruled this week that the state must pay the Transit Workers Union an 11 percent pay increase over the next few years.
The result: MTA will cut off service on the W and Z lines, reduce service on the G and M lines, and shrink 49 bus routes. Riders are guaranteed longer wait times, and cars will be packed. An MTA board member calls it “a failure of government.”
For some policy ideas, the MTA might review its history. Initially, NYC’s buses and and train services were private. Between 1932 and 1953, the city and the state acquired New York City’s transit systems. And since that time it has experienced frequent financial crises. In spite of years of subsidies, transit prices continue to rise. As Wendell Cox writes, New York transit remains immune to competitive pressure and instead relies on the deep pockets of taxpayers. By contrast, the Tokyo and Hong Kong transit systems get most of their revenues from rider fares.
While privatizing is a near-impossibility, Cox notes that competitive contracting might go a long way to lowering MTA’s runaway spending. The Transport for London bus system took this route and reduced costs per mile by 40 percent.