A union representing about half of the Long Island Railroad (LIRR) workforce is considering a walkout on Thursday if their requests aren’t addressed.
Governor Kathy Hochul should clarify these demands to the public.
The LIRR serves over 15 million riders on an average weekday, making it the busiest commuter railroad in the nation.
This situation exemplifies one of the more long-standing issues in state governance.
Interestingly, the LIRR operates under outdated regulations meant for private railroads from a century ago, yet it is publicly owned.
This combination has proven problematic from both a commuter and taxpayer standpoint.
Unlike private lines, which have folded when unable to maintain schedules, the LIRR has been reliant on taxpayer support since going bankrupt in 1949. Its fate further deteriorated after being state-owned in the 1960s.
Some persistent issues linger.
The ongoing threat of strikes, combined with state governments’ ability to raise taxes for union demands, has allowed the LIRR to avoid necessary changes—changes even corporations and other government entities must make to survive.
Ultimately, it’s taxpayers and riders who suffer the most from this outdated model.
Overtime spending is consistently high, often standing out compared to similar agencies like Metro-North.
In 2023, LIRR staff averaged more than $26,000 in overtime alone.
Before the pandemic, an overtime scandal rocked the LIRR as investigations revealed improper holiday payments.
Some employees traded in their uniforms after scrutiny from MTA investigators and federal prosecutors ensued.
At least one attempt to curb fraud was met with setbacks.
The ongoing issue with excessive overtime seems legally entrenched.
Union agreements establish “work rules” that often lead to excessive pay for what should be regular duties.
For instance, a locomotive engineer may get an extra 8 hours of pay for operating two different types of engines during a shift.
This inefficiency spreads beyond the rail yards.
Even though most LIRR tickets can be purchased via smartphones, the union restricts assigning ticket clerks to other tasks, reflecting a rigid interpretation of their work rules.
LIRR management has engaged various unions—like the Brotherhood of Locomotive Engineers and the International Association of Mechanics—to push for reforms and have acknowledged the need for alterations in work rules.
But these work rule changes appear to be the main hurdle in negotiations.
Over the years, the agency has managed some improvement. For instance, it had to start paying engineers an additional hourly wage to wipe train windshields, until a more sensible policy was eventually negotiated.
What remains consistent is that the practice of compensating civil servants multiple times for the same workday is bound to frustrate the average New Yorker.
Taxpayers and responsible legislators can’t ignore the more egregious examples of waste here, including keeping unnecessary ticket staff on payroll.
Additionally, many LIRR workers contribute less than 2% of their pay towards health insurance, which is significantly lower than what employees pay in most other states.
Governor Hochul needs to communicate this situation candidly to the public.
With her blue-collar roots, particularly having a father who worked as a union organizer, she should relate to LIRR riders effectively.
It’s crucial that she distinguishes between private sector workers striving for better conditions and public employees tasked with consistently overseeing a large number of passengers while facing governmental inefficiencies.
Republicans in Downstate should align with the governor and the MTA leadership in support of necessary reforms.
The Hochul administration has shown considerable patience in negotiations with the LIRR union. Now is the moment to explain the necessity for service improvement to New Yorkers.
