Rick Swist Policy Analyst New York Public Transit Association

1. New York Public Transportation Association (NYPTA) Multi-Year Transportation Plan Preliminary Positions June 2009

2. Issue #1: Restructure the multi-year transportation plan framework Create a public transportation plan with MTA and non-MTA components and a NYSDOT plan Align the multi-year plans with their dedicated transportation funding sources

4. Advantages to Creating a Public Transportation Plan Broader view of public transportation capital and operating issues statewide More focused review of projected revenues including potential new revenues All NYS transit systems are linked by their common dedicated funding sources Inter-system cooperation growing, particularly downstate

5. Issue #2: Public Transportation Plan should be a capital and operating plan Public transit requires steady, predictable operating assistance for capital assets to be used effectively to provide transit service Obtaining new assets or maintaining existing assets in a state of good repair is pointless without the resources to deploy them

6. The most expensive thing on the bus

7. Issue #3: Providing for a fair and equitable STOA allocation NYPTA will participate in a joint effort with the State to develop a new STOA allocation methodology Distribution of STOA must be fair and equitable and based upon objective and measurable criteria Retain expert consultant to develop NYPTA proposal for State consideration

8. Issue #4: DHBTF and MTA debt service Create a debt management entity empowered to manage and pay debt service on transportation bonds Use broad-based general revenues such as personal income tax and sales and use tax in lieu of dedicated transportation revenues Free up transportation revenues for PAYGO

9. DHBTF Debt Service

10. MTA Debt Service

11. Advantages to debt management entity A “circuit breaker” that stops the upward debt service spiral at both the MTA and within DHBTF Allows DHBTF and the MTA to “restart” their capital programs without the ongoing debt service burden The General Fund is currently subsidizing the DHBTF’s debt service

12. Issue #5: Added revenue for transportation capital and operating plans Transportation capital and operating needs greatly exceed available revenues over the next five years Wide range of revenue options should be considered Eliminate MMTOA and PTOA in favor of a single fund to provide STOA statewide

13. Revenue options 10% PBT surcharge - $110MM 8 cent/gallon gas tax increase - $525MM Dedicate fuel sales tax to transportation - $525MM Extend .375% MCTD sales tax statewide - $350MM Removing 8 cent/gallon cap on the state sales tax on gasoline and diesel fuel - ?? Mortgage recording tax - ?? Potential for added $425MM for DMTTF and $360MM for MTOAF

14. Issue #6: Make demonstrable progress toward meeting 20 year needs MTA capital needs exceed $25BB for replacement, state of good repair and system expansion Non-MTA capital needs exceed $2.3BB - $1.1BB available from federal surface transportation and stimulus funding; $130MM from local match Historically, non-MTA program about $285MM - $725MM funding gap

15. STOA history and needs 2005 $1,779,557,000 -- 2006 $2,136,275,000 +17% 2007 $2,539,089,000 +19% 2008 $2,842,985,000 +12% 2009 $2,964,441,000 +4% 2010 $2,698,797,000 -9% 2011-2015 ?????

16. NYPTA Summary Position Restructure transportation plan framework to unify public transportation and align with fund sources Public Transportation Plan a capital and STOA plan recognizing that transit assets must be operated Provide for a fair, equitable and transparent STOA allocation based upon objective criteria Address DHBTF and MTA debt service as a means of “restarting” capital plans Identify added revenue for transportation capital and operating plans Make demonstrable progress toward meeting 20 year capital needs and stabilizing STOA