Metro riders may experience a reduced system with fewer stations and bus routes, longer wait times, and significantly higher fares. Metro General Manager and CEO Randy Clarke has proposed substantial cuts in the upcoming fiscal year's budget, describing them as hard to imagine.

Deficit Drivers 

According to Clarke, lower post-pandemic usage, COVID-19 credits to supporting jurisdictions, and inflation have led to a $750 million deficit for the agency. This substantial gap cannot be addressed through minor adjustments, so Clarke emphasized taking drastic measures, such as potential layoffs.

For months, Metro has warned that the transit system could undergo significant changes without a solution, including early station closures and substantial cuts to train services. Clarke provided more details in this week's briefing on his proposed budget for next year, emphasizing it as a "balanced but significantly reduced" plan. He described potential service cuts as a last resort, hoping to avoid such decisions. Clarke highlighted the importance of managing every dollar to protect services amid financial challenges.

The significant budget shortfall is tied to issues with dedicated funding from D.C., Maryland, and Virginia, low ridership, and increased costs due to inflation. Metro has already cut staffing at five stations this month, citing "unprecedented budget challenges." The FY2025 Proposed Budget warns of an unrecognizable Metro without sustainable funding, leading to drastic service cuts. Clarke expressed optimism, hoping ongoing lobbying efforts will secure additional funding from jurisdictional partners. He noted that the governors and state legislators know the budget issues.

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"Paying More for Much Less Rail And Bus Service"

Clarke's budget proposes a 20% fare increase for trains and buses, potentially raising a regular Metrorail fare to as much as $7.20 per trip. According to him, the proposed changes would result in customers paying more for significantly reduced service.

Starting July 1, 2024, there would be significant cuts, including closing ten low-usage Metro stations. Metrorail service would end at 10 p.m. daily, resulting in a 15-minute wait time on weekdays and 20 minutes on weekends. Changes to the Silver and Red Lines would involve more trains turning around before completing the entire route, and only six-car trains would operate on the Silver Line. Clarke emphasized that these changes would limit customer access, create commuting challenges, and potentially impact businesses and developments dependent on the system.

Clarke's bus proposal includes eliminating 67 out of 135 routes, and 41 routes would experience reduced service. This would result in many riders having to make challenging transfers to rail for their transportation needs. The van service aiding people with disabilities in transportation would only operate in legally mandated areas under the proposed changes.

Massive Workforce Reduction

The proposed cuts would significantly impact Metro's staff, leading to the layoff of around 2,286 full-time employees. This downsizing would affect Metro Transit Police presence, response times, station cleanliness, and the ability to provide real-time information. Riders could face increased escalators, trains, and bus issues due to reduced maintenance staff. The agency plans to transfer funds from the maintenance budget to the operating budget. While honoring existing union contracts, the agency won't offer raises in upcoming negotiations, affecting union and non-union employees. Layoff notices are set to begin in January, accompanied by a hiring freeze during that month.

Metro Transportation Funding Commitment

Maryland Gov. Wes Moore's office stated that finding a sustainable funding source for Maryland's transportation is a priority, and they are committed to working with WMATA on solutions. D.C. Councilmember Charles Allen, Chair of the Committee on Transportation and the Environment, has collaborated with District lawmakers and WMATA officials to find answers. He pledged to push for a budget that fully funds the District's share for WMATA, emphasizing the urgency of a timely solution to avoid service cuts. Allen described the proposed budget as a worst-case scenario if DC, Maryland, and Virginia take no further action before the WMATA board votes in April.

The likely solution to Metro's financial challenges involves local jurisdictions and states contributing more. Some leaders, like Jeff McKay, stress the importance of Metro transparently showing how additional funds will be used. Unlike other major transit systems, Metro lacks a dedicated funding source, such as a sales tax or gas tax, 

Metro's budget has two parts: the capital budget intended for trains and buses and the operating budget for staff salaries. While the capital budget is stable, the operating budget faces a significant shortfall. Metro's funding issues stem from lingering pandemic impacts on ridership, the impending exhaustion of federal relief funds, and the depreciation of dedicated funding due to inflation. Addressing the problem requires legislative approval in Maryland and Virginia for increased contributions to Metro's budget. Clarke, Metro's CEO, emphasizes the need for a sustainable source of operating funding to avoid significant service cuts.

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