Category Archives: Public Transit

Regional Plan Association rail overhaul dead without Gateway Project

The Regional Plan Association’s massive overhaul plan of the area’s commuter rail system is stillborn without the $13 billion Gateway Project, the organization says.

The ambitious plan that would provide Rockland a one-seat ride in Manhattan and the same from White Plains to downtown Brooklyn was one of the most notable recommendations in the RPA’s latest regional plan. Much of the first phase counts on Gateway’s new rail infrastructure, new Hudson River tunnel and existing tunnel rehabilitation.

But federal funding for that project is now in doubt. And without that money, the outlook is grim.

“It doesn’t happen,” RPA Senior Vice President and Chief Planner Chris Jones said in an editorial board meeting with the Journal News/lohud Thursday morning.


Cuomo Pushes for NYC Funding for Subway Repairs, Congestion Pricing

The Observer

Gov. Andrew Cuomo is renewing pressure on New York City to fund its half of the short-term plan to fix the city’s subway system and has included his long-anticipated congestion pricing proposal in the latest state budget.

At his fiscal year 2019 executive budget address on Tuesday afternoon, Cuomo discussed the subway action plan unveiled by MTA Chairman Joe Lhota in July. Lhota has proposed that the state and the city split the cost of the $836 million short-term plan to fund subway repairs.

The governor said the state will provide $254 million in operating aid to fully fund its half of the cost using $194 million in previously unallocated monetary settlements and the accelerated transfer of Payroll Mobility Tax revenue to the MTA by eliminating the need for the $60 million annual appropriation. The financial plan also includes $175 million in new capital funding for the MTA.

“We’ve said it should be split 50/50 New York State/New York City,” he said. “We have funded it 50 percent. New York City needs to fund it 50 percent. That’s the short-term.”

This week, he plans to present his congestion pricing proposal: the long-awaited report by the “Fix NYC” panel Cuomo convened to advise the state on proposals to create a dedicated funding stream to mass transit and reduce traffic on city streets.

The report will address defining a geographic “pricing zone,” installing technology around the zone and coming up with fees and hours. The report, Cuomo said, suggests flexible and variable options and prices for different hours and for yellow cars, black cars, green cars, Uber, Lyft, trucks and passenger cars.

“My point is it has to be fair to all people in all industries,” Cuomo continued. “You have yellow cars, now black cars, green cars, blue cars, purple cars—they all have to be treated the same. I don’t want anyone saying they had a competitive advantage or this advantage because we put a surcharge on one versus the other.”

He noted the state currently collects and doles out the Payroll Mobility Tax to the MTA. The executive budget proposes changing the state law so the revenue is directly appropriated to the agency.

“For the MTA, currently the state collects what’s called a Payroll Mobility Tax, which is $1.6 billion,” the governor added. “We would change the law so the MTA collects that tax itself, it now has a dedicated funding stream, it can securitize it, it can get a better credit rating from it, it can finance the installation of the Fix New York City Technology, the Penn renovation, etc.”

De Blasio, for his part, told NY1’s Errol Louis he agreed with Cuomo’s approach to handling President Donald Trump’s tax reform plan signed into law before Christmas—an approach that includes suing the Trump administration. But he expressed disagreement with Cuomo’s approach to dealing with the MTA.

“I disagree on its face with some of the assumptions in his budget address when it comes to the MTA,” he said. “The state of New York took $456 million of the MTA’s budget. They need to put that money back.”

And he maintained his proposed millionaires tax on wealthy New Yorkers to fund subway repairs and reduced subway fares for low-income New Yorkers is the best way to solve the long-term issues afflicting the city’s subway system.

He maintained that well-off people, including in states like New York, will do better because of Trump’s tax plan and that others may “do less well.” But he argued that even if millionaires and billionaires do “about the same or a little worse,” they still pay “so much less than they should” in terms of their share of taxes.

“Remember when [there] was the high water mark of taxing millionaires and billionaires in this country?” de Blasio continued. “During the Dwight Eisenhower administration. And by the way, that was one of the times when the economy was inclusive and functional. So any way you slice it, the millionaires and billionaires of this state can afford to pay more. It’s the best and most reliable way to fund the MTA going forward.”

As to the news of Cuomo inching closer to unveiling his congestion pricing proposal and what impact it has on his own plan to tackle congestion in the city, de Blasio said he is “beginning to see something” and wants to analyze the plan once it is fully presented.

“What I’ve said is look, ‘I’ll look at any plan and certainly one to reduce congestion in the city, but I wanna make sure it’s fair,’” he added. “Some of the proposals we’ve seen in the past, I think, were not fair, were not balanced in terms of the economic impact they’d have on different people, and particularly on people from Brooklyn and Queens. I’ll look at anything.”

He insisted it does not threaten the validity of his millionaires tax proposal because the city will need a “substantial amount of reliable resources to fix the MTA.”

“I think the ways we address congestion take many forms, including some of the things that we’re talking about,” the mayor said. “For example, banning truck deliveries in certain routes during rush hour so you don’t have a ton of doubled parked trucks right where people are trying to go at the most sensitive time of the day. So we’re going to look at different pieces of what the governor’s put forward, but we’re going to keep working to reduce congestion with our own tools as well.”

Manhattan Gridlock: Plan to Relieve It & Impact On Transit Debt

Bumper-to bumper, horn-honking traffic through Manhattan streets is about as New York as bagels and Broadway. A plan to ease that problem is tapping into another mainstay of city life: high driving tolls.

The idea, called “congestion pricing,” involves using electronic tolling technology to charge fees to vehicles entering the most heavily trafficked parts of town during certain hours.

Some big cities already do it, including Singapore, Stockholm and London, where it can cost more than $15 to drive into the city center during peak periods.

Former Mayor Michael Bloomberg proposed it for New York a decade ago and got a firm rejection from lawmakers who said drivers headed into Manhattan already get slammed enough by bridge and highway tolls and high parking fees.

But with the city’s subway system deteriorating, and politicians looking for ways to pay for a fix, the concept has gotten new life.

Gov. Andrew Cuomo, a Democrat who said last summer that “congestion pricing” is an idea whose time has come, could unveil a plan to implement a system as early as next week. A spokesman for the governor said a committee, called FixNY, is finalizing recommendations.

Alex Matthiessen, director of the MoveNY campaign — the most vocal advocate for congestion pricing — says New York would become the first city in the United States to charge drivers under such a system, but said others like San Francisco, Boston, Chicago and Los Angeles are paying close attention.

“We have a full-blown crisis,” Matthiessen said. “Our subway system is severely underfunded; it is quite unreliable, there are delays and overcrowding and the situation is potentially dangerous. No other idea has the twin benefit of also tackling a very severe traffic problem.”

There are still plenty of roadblocks.

Democratic New York City Mayor Bill de Blasio said he likes the idea of getting cars off the street but isn’t convinced high tolls is the way to do it.

“I think there are serious fairness issues when it comes to congestion pricing,” he said at a recent news conference, citing the financial burden on drivers who can’t afford tolls as easily as the many millionaires who call Manhattan home. De Blasio has said he prefers dealing with the subway’s financial problems by imposing higher income taxes on the rich.

Key details, like how much it might cost, or where, exactly, drivers might get hit with the tolls have yet to be unveiled. Bloomberg’s plan would have charged $8 to drive south of 60th Street, or roughly the southern end of Central Park.

Adam Glassman, a Lynbrook, Long Island-based attorney, spoke in midtown Manhattan before getting into his car to go home.

“It is impossible to get into the city,” said Glassman, who is familiar with Bloomberg’s proposed plan years ago. He commutes into Manhattan twice a week.

He’s in favor of possible tolls. “I’d be willing to suck it up.”

Although no specific congestion pricing plan has been formally announced, many agree that any system would be likely to create surcharges for ride-hailing services like Uber and Lyft. That’s OK with Uber, which is behind a public relations campaign backing congestion pricing.

“Users of Manhattan’s congested roads should bear part of the cost of helping to reduce congestion and improve our public transit system,” said Uber spokeswoman Alix Anfang. “Everyone should pay their fair share to keep New York City moving forward.”

Brooklyn state Assemblyman William Colton, a Democrat, said any proposals that would create tolls across bridges into Manhattan that are currently free, or a system that would ping drivers in areas like Times Square south through Greenwich Village and into the Wall Street business district, would be seen as an unfair tax by his constituents.

“This is going to have a negative effect on working people, small business people and seniors who have medical appointments in Manhattan,” Colton said. “This is going to be a big problem. I don’t know the details, but I’m very leery.”

Commuter Joe Murphy said he would be “absolutely opposed to it.”

He lives in Ridgewood, New Jersey, and already pays for the George Washington Bridge, where tolls range from $10.50 to $15 a car, plus a midtown Manhattan parking garage. His half-hour, pre-rush hour commute is the fastest and easiest option for him; using public transportation would triple his commuting time.

“Just to get to work, the cost of parking and tolls and everything is just astronomical,” he said.

Extension of #1 Line ‘Wishful Thinking’

Tribeca Trib

The extension of the NYC Transit #1 subway line from the Rector Street station to Red Hook for $3.5 billion (a tunnel and three new stations) as proposed in 2016 by Senior VP of AECOM Engineering firm Chris Ward and now supported by Governor Andrew Cuomo in his 2018 State of the State speech is wishful thinking.

This subway extension would support a proposed Red Hook economic development project. It would be similar in size and scope to Battery City Park in Manhattan. Was this $3.5 billion figure written on the back of a napkin?

Cuomo wants the MTA to conduct and pay for a planning feasibility study. There would still be the need for environmental documents or preliminary design and engineering followed by final design and engineering efforts and identification of billions for construction funding.

All of the above is necessary to validate any basic estimates for construction costs.

Given the narrow streets and dense development, who could find a staging area for mobilization of contractor employees, equipment and materials to support construction? Imagine trying to assemble a tunnel boring machine at Rector Street adjacent to the Brooklyn Battery Tunnel. What about removal of debris once excavation begins? Hundreds of trucks needed on a daily basis to remove rock and soil would be challenging.

It cost $4.5 billion for Phase 1 Second Avenue subway (36 blocks & 3 stations) & $2.4 billion (18 blocks & 1 station) for #7 Hudson Yards subway extension. Neither required a multi-billion tunnel under the East River. Construction of new subway stations average between $500 million up to $1 billion, depending upon location and complexity of work. All three new subway stations would require compliance with the Americans with Disability Act (ADA). This includes expensive elevators and other features.

Is there a political quid pro quo in the form of campaign donations between developers, construction contractors and unions who support this project and Cuomo?

Enthusiasm for ‘maglev’ train between D.C., Baltimore mounts — as does opposition

Washington Post

Opponents of a proposal to build a high-speed train line that could make the trip between Washington and Baltimore in 15 minutes are asking state and federal officials to kill the project.

Northeast Maglev, the Washington-based company behind the project, says the 40-mile “superconducting magnetic levitation train system,” commonly called a maglev, would be the first leg of a line between Washington and New York — a trip that could be done in an hour.

Proponents say the project would ease travel in the congested Interstate 95 corridor, but many residents are concerned about the environmental impact and the homes that would be taken to make way for the line.

And, with limited public funding available for transportation projects, opponents say, any taxpayer money that would be used for the maglev would be better spent improving the existing rail infrastructure.

“We don’t believe it is economically viable. We don’t see the ridership. We don’t see the revenue,” said Dennis Brady, a Bowie resident who has organized a grass-roots group against the project.

This subway line connects both ends of Manhattan’s resurgence

NY Post
Realty Check’s favorite subway ride these days is the A line between Fulton Center and 125th Street/St. Nicholas Avenue. The speedy express skips 12 stops and covers about as many miles in 23 minutes — faster than you might fly between Manhattan’s most resurgent neighborhoods.

The Wall Street area and Harlem wouldn’t seem to have much in common. And they don’t — except that each reflects, in a different way, the city’s extraordinary, possibly unique, regenerative powers.

My heart lifts every time I visit either district. Our readers are familiar with the many facets of downtown’s stirring revivals and reinvention since 9/11. The once-buttoned-down “Financial District” is home to more than 60,000 people. Sidewalks are busy day and night. Great companies are moving there from Midtown. (McKinsey, headed for Three World Trade Center, is the latest.)

The area that once had too few good stores might soon have too many. Fancy movie theaters have opened, and more are coming. So are a new South Street Seaport and a score of new restaurants.

It might seem a far remove from mostly low-rise Harlem’s latest renaissance, which has kicked into high gear after years of promises that fell short.

The historical capital of African-American culture benefited from the same conditions that continue to lift nearly all city boats — an influx of global capital, demand for modern new homes and the amenities residents need, and unprecedented low crime levels.

Harlem had no local 9/11 to overcome, although of course the terrorist attack took lives from every corner of the city. Harlem did, however, need to rebound from previous decades of neglect, disinvestment and bank red-lining that followed an even earlier period of high crime and middle-class flight.

Today’s Harlem — east, central and west — bubbles with energy and optimism. Lenox Avenue, Adam Clayton Powell Boulevard and 125th Street river-to-river, especially, buzz with redevelopment.

Harlem’s magnificent brownstone cross-blocks between Fifth Avenue and St. Nicholas Avenue have been rediscovered by a new generation of owners and renters.

The winds of change are especially active on 125th Street, where new apartments, Whole Foods, clothing stores, a Marriott Renaissance Hotel atop the historic Victoria cinema site, and a David Adjaye-designed addition to the Studio Museum in Harlem are making the fabled boulevard new.

Much more is coming. A development-site offering at 54-62 W. 125th St. between Fifth and Sixth avenues, on the market via Ariel Property Advisors for $27.5 million, will likely replace a string of long-vacant storefronts with a mixed-use project of up to 100,000 square feet.

The transformation hasn’t come without cost. Some longtime residents and small businesses have been priced out — as happened in many gentrified parts of town, not only in Manhattan.

But a stroll through Harlem — parts of which are more beautiful than any other residential part of town — is as stirring, in its way, as a stroll through reborn downtown.

As Duke Ellington’s classic song put it, “Take the A Train” — but today it means in either direction.

Everything you need to know about getting around NYC over Christmas

As we head into Christmas weekend, now’s a good time to take a look at how your commute will be affected during the holidays.

You can bet that the city’s myriad methods of transportation—the subway, bus, ferry, commuter rail, and whatever else you can think of—will have schedule changes in effect. And if you’re driving, plan ahead because holidays are known to turn the city’s already congested street into a traffic nightmare. (In fact, the DOT has cited the three days leading into the holiday weekend as gridlock days.)

Plus, Governor Andrew Cuomo has directed both the MTA and Port Authority to ramp up security measures—by adding more patrol officers in subway stations, at major transit hubs (like the WTC Transportation Hub and Port Authority Bus Terminal), at bridges, and more—in the wake of the terrorist attack in the subway system earlier this month. Put all that together and you have a recipe for a very hectic holiday commute.

If you’re worried about getting around, never fear; here’s everything you need to know about service changes this week on subways, buses, airports, streets, and more.

NYC subway
Of course there are subway changes: On Christmas day itself, the MTA will be operating on a Sunday schedule, so you can expect some service disruptions. Here’s the full rundown, per the MTA:

No 2/3 service in Brooklyn; 2 trains run between South Ferry and the Bronx, and 3 trains run between 14 St and Harlem-148 St.
4 service runs between Woodlawn and New Lots Av.
5 service runs between Flatbush Av and the Bronx.
No express service on the 5 or D trains in the Bronx, or the 6 or 7 trains.
No B service; use the A, C, D and/or Q instead.
M service runs between Delancey-Essex Sts and Broadway Junction, and between Myrtle-Wyckoff Avs and Metropolitan Av.
No W service; use the N, Q or R instead.
No J/Z skip-stop service – take the J instead.
Phew. More details are at the MTA’s Weekender site.

Christmas Eve will also mark the final journey for the New York Transit Museum’s special vintage holiday trains; they’ll travel between Second Ave and Lexington Ave-63rd St on the F line, and then along the Q—aka the Second Avenue subway—from 63rd St to 96th St. Trains begin running at 10 a.m. and the last one leaves the Upper East Side at 5 p.m.

NYC Buses
City buses
will also run on a Sunday schedule on Christmas and there are several lines that have holiday season bus stop changes in effect.

If you rely on the bus to get to and from LaGuardia Airport, then good news: the MTA and the Port Authority will offer free service along the Q70’s Select Bus Route, which operates between the airport and several subway stations in Queens. The buses go from LGA to the 61 St-Woodside subway station on the 7, and the Jackson Heights-Roosevelt Av stop, which services the E, F, M, R, and 7 lines. It’s in effect from December 21 through January 8.

Metro-North and LIRR
Both of the MTA’s commuter rail lines will have myriad service changes beginning this week; here’s the breakdown:

Metro-North: There will be extra trains running from Grand Central Terminal on Friday beginning at 1 p.m., and “evening trains will be cancelled or combined because of reduced ridership later in the day,” per Metro-North’s website. There will be “shopper’s special” trains running on Sunday, aka Christmas Eve; on Christmas day, there will be hourly service on most lines, and other changes to the schedule. All of that information is available on Metro-North’s website, and there are some different changes in effect for lines west of the Hudson.

New Jersey Transit
There are plenty of changes to NJT service over the weekend, chief among them the addition of early “getaway” service, similar to what the Metro-North is offering, on Friday; trains will begin running to and from Penn Station at 1 p.m. to accommodate holiday travelers. There will also be additional buses running on some lines from Port Authority beginning at 12:30 p.m.; best to check the NJT website for full details.

Trains will also operate on a weekend/major holiday schedule on Monday.

PATH trains will operate on a Saturday schedule on Thanksgiving day, and a modified weekday schedule on the day after Thanksgiving. There aren’t too many other details available, but the PATH Twitter account is a good place to check for updates.

NYC Ferry
On Christmas, all ferry service will operate on a weekend schedule and the Midtown and Downtown Far Rockaway shuttle bus will not run at all.

The days leading up to Christmas are always ridiculous and overwhelming for travelers—and New York’s airports won’t be immune to chaos. Both LGA and JFK have been blasting out travel tips via Twitter, which boil down to the basics: arrive earlier than you think you need to; take public transportation (use that free Q70 service!); be prepared with your boarding pass; you know the drill.

Some quick things to note: There’s construction happening at LGA currently, so definitely allow yourself extra time if you’re planning on driving or taking a cab to the airport. (And its hourly parking lot is closed to facilitate construction; more details on that here.)

The TSA’s website also lets you check out the wait times at different security gates at NYC’s various airports; find that here.

MORPC and Partners Kickoff Regional Corridor Analysis Study

A group of Central Ohio community leaders joined the Mid-Ohio Regional Planning Commission (MORPC) in kicking off a new study aimed at assessing the potential for compact development in our regional transit corridors and how high-capacity transit could better serve residents in the region.

MORPC projects that Central Ohio is expected to grow by up to 1 million people by the year 2050. Insight2050 shows that compact development patterns, characterized by infill and redevelopment, are more responsive to the changing demographics that come with that growth and the increased market demand for smaller residences in walkable, mixed-use environments.

The Regional Corridor Analysis will study a variety of metrics to assess the impact(s) of compact development along five regional corridors, and study the relationship between these corridors and the various types of high-capacity transit technologies, which are defined as transit beyond local or express bus service. Examples could include Bus Rapid Transit (BRT), Light-Rail Transit (LRT), Commuter Rail or intercity rail.

“With this focused approach to growth, Central Ohio communities have the potential to capture some of the new market demand, support smart mobility options like those being developed in Smart Columbus, and provide benefits associated with compact development,” said MORPC Executive Director William Murdock. “It also presents the opportunity for high-capacity transportation options that support infill development goals and provide accessible options for residents and employees.”

MORPC is partnering with the City of Columbus, the Central Ohio Transit Authority (COTA), the Columbus District Council of the Urban Land Institute (ULI Columbus), the Columbus Partnership, Groveport, Dublin, Whitehall, Reynoldsburg, Westerville, and Bexley on the Regional Corridor Analysis study.

For more information on the Regional Corridor Analysis study please visit or contact Jennifer Noll at jnoll@morpc.orgor 614.233.4179

Ahead of 2018 Session, Cuomo Mum on Pursuing MTA Board Overhaul


In June, as New Yorkers became increasingly frustrated with subway performance and braced themselves for the expected “summer of hell,” Governor Andrew Cuomo was the focus of intense criticism, responding with a series of measures he said were needed in order to fix the ailing Metropolitan Transit Authority (MTA).

Among them, Cuomo introduced last-minute legislation that would allow the governor to appoint a majority of MTA board members, a gesture some saw as an attempt to bolster his sometimes claim that he does not actually control the MTA and its beleaguered subway system. Currently the governor appoints a plurality of board members as well as the chair and CEO of the MTA, giving the state’s chief executive de facto control of the board.

Cuomo’s bill, announced June 20, the final day of the session — giving it minimal chance to be passed through the Legislature this year — adds two state seats to the MTA board appointed by the governor and an additional vote for the chair. The proposal drew swift criticism from board members not appointed by the governor, who believe the body’s independence is hampered enough, and transit experts, who see it as a cynical ploy.

The measure was not included in the final legislative deal of the session and the governor has been silent on the subject since, though his nomination of Joe Lhota to once again lead the MTA was accepted and the governor appeared to retake responsibility for the future of the subway system.

Cuomo’s board reform proposal came amid a debate between the governor and New York City Mayor Bill de Blasio, both Democrats, over control of the state authority. The governor, while appointing the leadership and six members, has argued that the board’s organizational structure — which allows city and downstate suburban appointees to total a slight majority of votes over budgetary and contracting decisions — is flawed and has historically led to finger-pointing and dysfunction.

“Who’s in charge? Who knows! Maybe the county executive, maybe the president, maybe the governor, maybe the mayor,” the governor said, during a press appearance where he defended the bill.

“If you believe I have control with six [voting members], then you shouldn’t have a problem giving me actual control. And if you have a problem giving me actual control, you know what that means? You were disingenuous when you said I had control,” he added.

Along with the governor’s six board appointees and the mayor’s four, Westchester, Suffolk, and Nassau Counties each get a board member, and Rockland, Orange, Putnam, and Dutchess Counties appointees share a collective vote. There are six non-voting members of the board. If Cuomo had his way, there would be 16 total voting members and the new structure would give the state eight board appointees and nine votes.

When asked whether the governor still stood by the proposal and whether he would promote it as part of his 2018 agenda — his State of the State speech and policy platform release will occur January 3 — a spokesperson for Cuomo’s office said that the governor’s view on the issue had not changed but that the governor’s agenda was not yet finalized.

“The MTA’s board structure was purposefully created to avoid accountability, which is why in June Governor Cuomo advanced legislation to update it. Unfortunately, the Legislature failed to adopt the bill,” said spokesman Peter Ajemian.“That design flaw still exists today with the city’s refusal to pay for the system without recourse, and the MTA’s inability to implement its full Subway Action Plan.”

Ajemian emphasized that Cuomo’s administration has appointed a new leadership team is still making significant gains with the half of the plan that is funded by the state.

While the MTA board approves the budget and the chair and CEO run the authority, there is no credible argument that the governor does not effectively control the subway. Critics, including de Blasio, quickly pointed to the governor’s attention to and oversight of the completion of phase one of the Second Avenue subway extension as evidence of Cuomo’s control of the MTA.

“The governor controls the MTA. That’s a hard, accepted fact in the eyes of New Yorkers, said mayoral spokesperson Austin Finan, in a statement to Gotham Gazette. “What’s needed now is a new, dedicated revenue stream to modernize the subways and buses that city riders depend on.”

The current board structure dates back to 1965, though in 1983 Cuomo’s father, former Governor Mario Cuomo, similarly attempted to add members to the board to gain a majority, The New York Times has pointed out. The elder Cuomo gave up due to opposition from then-New York City Mayor Ed Koch and suburban officials.

After the board convened and objected to the legislation, Cuomo appointed Joe Lhota, who briefly ran the authority before leaving for a 2013 mayoral run, as its chair — a move that was hailed by transit experts as a step in the right direction in terms of taking responsibility for the transportation system and its ongoing woes.

hRegardless of whether the governor decides to move forward with controversial MTA board restructuring, he and his chair seized a collective unilateral control over much of the authority’s actions.

Days after appointing Lhota, Cuomo declared a state of emergency at the MTA, ordering Lhota to assess the transit authority’s needs within 60 days. The administration has extended the order every 30 days, granting Lhota the authority to execute many contracts without a board vote.

“State of Emergency declarations must be renewed every 30 days, and as such, the Governor has renewed MTA’s order every 30 days so the MTA can continue to work swiftly and without constraint,” said Ajemian in statement, when asked when the order would be allowed to expire.

While MTA board members interviewed by Gotham Gazette declined to comment on the record about Cuomo’s restructuring bill, those from New York City have made clear that the governor already calls the shots at the agency. At least one gubernatorial appointee, Scott Rechler, sided with Cuomo on the legislation, when speaking to the New York Times in June.

“Let him put 100 percent of his political capital, his expertise, his energy, his relationships into fixing something that is immensely broken,” he told the outlet.

The general consensus is that the governor already has more than enough power over the MTA.

To restructure the MTA board, Cuomo would need the support of Legislature, which is led by an Assembly member from New York City and a Senator from Long Island.

A spokesperson for Assembly Speaker Carl Heastie said no legislation had been proposed in the Assembly, so the speaker could not comment. A bill was hastily introduced and sent to the Senate’s rules committee on the last day of this year’s legislative session, and a spokesperson for Senate Majority Leader John Flanagan did not return a request for comment.