This week, the Refund Transit Coalition, a group of transit advocates, workers and supporters, including the Amalgamated Transit Union and the Transportation Equity Network, released an interesting report. It alleges that a major cause of many recent fare hikes and service cuts is due to interest swaps: financial arrangements that transit systems across the U.S. made with banks on a percentage of their debts, which ended up working in favor of the banks when interest rates plummeted in 2008 and were kept artificially low because of the recession.
We got wind of the report, “Riding the Gravy Train – How Wall Street is Bankrupting our Public Transit Agencies,” through WNYC, which ran a story on how the deal has caused the New York Metropolitan Transportation Authority (N.Y. MTA) to lose almost $114 million a year and how the agency will likely continue to lose money on the deals for the next 30 years.
Since the transit systems need to pay for operations, they have to raise fares and cut service to make up for the substantial losses, which are further exacerbating budgets alongside lower tax revenues. Adding insult to injury, many of these Wall Street banks, which were bailed out with taxpayer money, the report pointed out, “use their profits to lobby against laws that aim to curb their abuses, to create and inflate the next economic bubble, to find ways to avoid paying their fair share in taxes and pay out billions of dollars in bonuses.”
Other affected systems, according to the report, include the Los Angeles County Metropolitan Transportation Authority, with $19.6 million in annual swap losses; the Southeastern Pennsylvania Transportation Authority and the City of Philadelphia, with $39 million in losses; and the Chicago Transit Agency, which suffered the second-highest loss after N.Y. MTA, hemorrhaging $88.2 million.
The report also noted that the Massachusetts Bay Transportation Authority (MBTA), another system burned by the deal, has “the highest debt burden of any U.S. transit agency,” and nearly every dollar MBTA collects in fares goes toward paying down the debt. “This crushing debt burden has helped contribute to a FY 2013 deficit of $160 million,” the report adds.
This isn’t the first time we’ve heard this claim about how Wall Street’s high-risk practices have negatively impacted transit. Last October, during the height of the Occupy Wall Street movement, a union official said that he joined the protests because of how these practices were impacting N.Y. MTA’s budget.
However, a N.Y. MTA official disputed the union's calculations to WNYC. He said the swaps “brought predictability to the authority's budget, which needs to be balanced each year,” that the comparison of transactions the agency entered into years ago with “risky variable rate debt right now” is “misleading" and that the swaps enabled the authority to save $248 million.
WNYC also pointed out, though, that the report indicated that was true only until 2007, “when the arrangement allowed the MTA to pay off its debt at nearly a full point below interest rates that were relatively high.”
Meanwhile, whether or not the report is right about the degree of impact the deals have had, the fare increases and service cuts continue to weigh down transit systems, as they struggle daily with rising ridership and less money from local, state and federal sources and are facing yet another transportation reauthorization bill deadline at the end of this month. It just makes me wonder: can transit agencies claim that they’re “too big to fail?”
In case you missed it...
Read our METRO blog, "Courting the next generation of transit riders" here.
At the Denton County (Texas) Transportation Authority (DCTA), we’re constantly looking for unique ways to engage with passengers, generate brand awareness and increase ridership. This year with Valentine’s Day being on a Saturday, we saw a great opportunity to launch a campaign in which passengers could ride DCTA’s A-train commuter rail and Connect Bus for free on Valentine’s Day all day by saying “Be Mine” to the agency’s rail and bus operators. With low-trending ridership in February, we needed to find a way to increase ridership and brand awareness within Denton County and surrounding cities. Launching the Valentine’s Day promotion definitely would help us achieve this.
Seeing a canine passenger on mass transit is not uncommon, but the reasons why a dog might catch the train or hop a bus are varied (remember Eclipse, the Seattle Lab mix that uses the bus, often on her own, to get to the dog park?). Most public transit pooches are working —as K-9 officers or service animals. In the Philadelphia region, other animals — in approved carriers only—are permitted to ride the Southeastern Pennsylvania Transportation Authority’s buses, trains and trolleys. However, a new pilot program underway by SEPTA allows registered therapy dogs volunteering at two Philadelphia hospitals to use two designated bus routes to travel to their sites.
To be sure, there is no substitute for offering high-quality bus or rail transit service, but many transit agencies skimp when it comes to marketing, outreach, and education and, as a result, the public often has no idea how good the service may actually be. Buses also have an image problem in many communities, which proper marketing could help address. Witness the huge sums spent by automakers in crafting the image of their automobiles.
The Uber website proudly states that, “Uber is evolving the way the world moves. By seamlessly connecting riders to drivers through our apps, we make cities more accessible, opening up more possibilities for riders and more business for drivers. From our founding in 2009 to our launches in over 200 cities today, Uber's rapidly expanding global presence continues to bring people and their cities closer.” Such hype is common on corporate websites, but when the braggadocio is backed up by an article in the Wall Street Journal that discloses a valuation of $41 billion their ambitious words take on relevance.
As the world changes with the rapid advancement of connected devices and technologies, so must the transportation industry. In a business area where change is sluggish, DOTs across the country must adapt quickly to the evolving technologies that are going to impact their operations and budget. There are at least three technologies that will have immense impact over the next two decades on how we travel and how state transportation departments react to provide mobility — connectedness, big data and automation.