lliances which have joined us in our mission. (pictured right: Officers of Save Our Village: Diane Bentivegna, VP; Cristina Prieto-Maroney, VP., Robert Femminella, President).
ves of the MTA/LIRR on Tuesday, Feb. 19, 2008. At Save Our Village's request, NY Senator Craig Johnson, his staff, and representatives of US Congresswoman Carolyn McCarthy joined us at this meeting. (pictured right, Mrs. Helena Williams)
nt to note that Senator Craig Johnson supported Save Our Village's effort to seek the facts, and he repeatedly expressed his vehement opposition to the MTA/LIRR's current proposals throughout the meeting.
sent its interests, and the Village Board has the binding authority to negotiate with the LIRR. To do their job effectively, however, the Board must hear from "we, the people." Although many of us remain overwhelmingly distressed by the diverse statements made by those on both sides of this issue, it is our civic responsibility to tell our representatives what we want! Thus, we have reached out to Mayor Petruccio to inform him of these and other developments, and we trust that he and the Village Board of Trustees will give consideration to our findings. (pictured right, Mayor D. Petruccio)
According the the most recent news updates, the MTA may be compelled to eliminate more that $1 billion from its budget for three of its most important "mega-project" proposals. These projects include the Fulton Transit Center, the Long Island Railroad link to the Grand Central Terminal, and the Second Avenue Subway. Originally budgeted at $15 billion in public money, the estimated cost of these projects could now exceed more than $16 billion. The MTA's CEO, Mr. Elliot Sander said, "While I continue to be committed to providing the transportation benefits and the purpose of each and every one of these transportation projects, we will likely need to trim them back to the maximum amount possible." Mr. Sander, MTA Chairman Dale Hemmerdinger, and MTA Capital Construction Co. President Mysore Nagaraja have cited rising construction costs and 
increasing costs for steel and concrete as major factors which contribute to the MTA's budget shortfalls. "If cuts are to be made, the goal would be to maintain the 'best transportation function' of the projects," Sander said. It seems although the plans for the Second Avenue stations will remain as stated, the plan to install a third track in an uptown section (which will allow trains to bypass railway problems) will likely be cut.
Also important to note is the fact that the MTA-LIRR has recently submitted its Draft Environmental Impact Statement (DEIS) for its "third track project" to the Federal Transit Administration. [Citizens are encouraged to refer to the Dec. 7th post below to learn more about the capital project process.] This project, which is included in the comprehensive LIRR Mainline Corridor Improvement Project, has two proposed plans:
A state panel yesterday recommended a scaled-down congestion pricing plan that would charge commuters $8 to enter
The plan, which would also increase metered parking costs and impose a $1 surcharge on taxis, is expected to generate $520 million a year and save on administrative costs over another version of the plan that set a larger congestion zone, according to the commission's findings.
Two members of the 17-person traffic commission voted against the proposal following months of contentious debate and public hearings. It is the first step in what is shaping up to be a combative legislative process. To be enacted, the plan must be approved by the City Council and the State Legislature, which must act before a March 31 deadline or risk losing $354.5 million in federal funds for improving mass transit.
Assemb. Richard Brodsky (D-Westchester), a commission member, blasted the alt
ernative plan yesterday as a "regressive tax on the middle class. The commission took a bad plan and made it worse," Brodsky said in an interview. "It reduces the burden for people who live in 
Mayor Michael Bloomberg, who had championed a pricing plan that would have set the border of the congestion zone at
Other proposed plans included charging $8 round trip on East River and Harlem River bridges, and restricting access to parts of
More than 60 percent of city voters polled by
Reaction among legislative leaders in Albany mirrored last year's divide, with the State Senate's Republican majority expressing general support, while the Assembly's Democratic majority continuing to have reservations.
"I believe the commission's work is not done," said Assembly Speaker Sheldon 
Silver (D-Manhattan), who asked whether tax credits would be given to low-income motorists who pay congestion fees and urged that all tolls be dedicated to mass transit improvements. (pictured, left)
Senate Majority Leader Joseph Bruno (R-Brunswick), an early supporter of Bloomberg's plan, noted the commission held 14 pub
lic hearings to gather residents' input before issuing recommendations. Bruno said, "Mayor Bloomberg began this process when he unveiled a thoughtful and ambitious plan to improve the quality of life in and around
Gov. Eliot Spitzer called for prompt action, saying, "the economic impetus behind con
gestion pricing is strong, as is the potential for cleaner air, improved public health, and a steady and predictable source of funding to support the MTA's capital plan ... The specifics of the plan will be discussed and debated, but the profound implications for our entire transit system are clear." (pictured left)
Staff writer Laura Rivera and
Copyright © 2008, Newsday Inc.
The following testimony from Senator Craig M. Johnson was read into the record of a Jan. 24, 2008 meeting of the New York City Traffic Congestion Mitigation Commission at Hofstra University:Thank you members of the Commission for hosting this meeting in Nassau County. As you know from previous testimony I have given, I am opposed to Mayor Bloomberg’s Congestion Pricing plan, as I believe it will place an undue burden on the residents of Long Island who commu
te into Manhattan.
I have already stated my reasons for this, however I have a new set of concerns that greatly reinforce my opposition. Today I speak from the heart. It is my understanding that Congestion Pricing is now being tied to one or more of the MTA / LIRR’s proposed capital projects insofar as revenue realized from the pricing plan will offset some of the costs of the Third Track, which affects many communities that I represent.
It simply comes down to this – you want to impose a commuter tax on Long Island residents and in-turn fund a project that has been so far justified by what seems to be a new explanation each week.
First it was to handle increased freight, then it was to handle a non-existent reverse commute, and now the current reasoning is that a passing lane is needed for increased ridership from east to west – an HOV lane of sorts for the railroad.
To follow the flip-flopping is maddening for anyone who may be affected by this. And yet -- this continues to press on, tying one poorly vetted idea to another as it relates to community impact. You will do nothing here but shift congestion from New York City to Nassau County. You will turn our neighborhoods into parking lots. And, you will choke the flow of traffic and destroy what remains of our suburban quality of life if you do not take local concerns into account.
If I may coin a new term, we are witnessing the birth of “dumb growth.” You are robbing Peter to pay Paul. The problem is, Paul will not be satisfied until Peter is not only broke, but buried under a mountain of traffic and train tracks.
I implore you to listen to the residents who care so much about their neighborhoods. Please listen to the local elected officials who know their communities and care about their future direction. Again, please take local concerns into consideration and the negative impact these plans can have before you move forward. Thank you.
Since March 2007, we have been contacted by many distressed citizens in New Hyde Park, Floral Park, Mineola, Carle Place, Westbury and Garden City about the proposals set forth in the MTA’s “LIRR Mainline Corridor Improvement Project.” We believe that one of the major goals this project, coupled with the LI Truck-Rail Intermodal Facility Project in 
As a matter of fact, on November 30th, Save Our Village posted an alert to residents about Brookhaven National Lab and its plan to transport radioactive soil along the mainline. We learned that this radioactive cargo must be disposed of at a special containment facility in
According the United States Environmental Protection Agency, “Any activity that produces or uses radioactive materials generates radioactive waste. Various processes in industry, defense, medicine, and scientific research produce byproducts that include radioactive waste. Radioactive waste can be in gas, liquid or solid form, and its level of radioactivity can vary. The waste can remain radioactive for a few hours or several months or even hundreds of thousands of years. Because it can be so hazardous and can remain radioactive for so long, proper disposal is essential to protect the health and safety of the public and the quality of the environment including air, soil, and water supplies. Radioactive waste disposal practices have changed substantially over the last twenty years. Evolving environmental protection considerations have provided the impetus to improve disposal technologies. Designs for new disposal methods must meet environmental protection and pollution prevention standards which are much stricter than were foreseen at the beginning of the atomic age.” (picture on the left: Robert Femminella, President, SOV)
Needless to say, when we shared this documented research from the US EPA with our supporters, they were outraged, especially when they
learned that their local government representatives were left uniformed of this serious operation, and thus, denied access to information regarding the appropriate disposal of this cargo – critical information that would be needed by first responders, if by chance there was an unfortunate accident on the rails. Not only did this place our policemen, firemen, and other emergency personnel at serious risk, but it also jeopardized their ability to protect so many residents who live along the mainline. (Picture on the right: Mayor D. Petruccio, New Hyde Park Village)
As representatives of the collective voice of so many citizens who live in communities along the mainline, Save Our Village wishes to positively recognize Assemblyman Alfano's acknowledgment of our concerns by sponsoring this crucial legislation. Demanding that companies inform local municipalities about the transport of hazardous materials will ensure that the necessary and proper precautions are taken to protect our neighborhoods.
nly for his active demonstration of support, but also for his concern for the welfare of his constituency and his conscientious work on behalf of all the residents in the 7th Senate District in New York.
In the United States, there are several agencies assigned to transportation. Following the events of 9/11, a new federal agency, the Transportation Security Administration (TSA), was authorized to ensure the security of highways, railroads, buses, mass transit systems and airports. Like other federal agencies, the TSA is subject to the laws passed by Congress. On March 8th, 2007, a bill called the Rail and Public Transportation Security Act of 2007 (HR 1401) was introduced in the House of Representatives. It is important to note that this bill was passed in the House of Representatives as of March 27, 2007 and is presently being reviewed in the Senate.Save Our Village is pleased to report that, once again, Congresswoman Carolyn McCarthy advocated to increase railway security nationwide by
voting for HR 1401. By doing so, she actively demonstrates her understanding of the serious issues which impact the quality of life for so many residents living in "mainline" communities within the 4th Congressional District. Her vote supports measures which will improve the safety of rail and public transportation infrastructure as well as the establishment of grants for the local agencies which will provide security for public transit, increase security for railroads and training for railroad, public transit and bus employees. HR 1401 states that these security-related grants will be based on risk which ensures that New York will receive its fair share of the federal funding. Save Our Village positively acknowledges Congresswoman McCarthy's continued dedication to the health, safety and security of her constituents in the 4th Congressional District.
In brief, the proposed Rail and Public Transportation Security Act (HR 1401) directs the Secretary 
of Homeland Security for the Department of Homeland Security to develop and implement a plan called the National Strategy for Rail and Public Transportation Security. It requires the Secretary to assign each railroad carrier, public transportation operator, or bus private operator to a certain risk-based tier and to issue regulations that: (1) require each transportation provider to a high or medium-risk tier to assess their vulnerability to terrorism and to implement a security plan that addresses certain security performance requirements; (2) establish standards for such assessments and plans; and (3) establish a security program for transportation providers not assigned to a high or medium-risk tier. It also imposes civil and criminal penalties for failure to comply with the requirements of this Act.
Specifically, the Rail and Public Transportation Security Act includes:
Section 126 - directs the Secretary and the Secretary of Transportation to jointly assess likely methods of deliberate attacks against rail tank cars used to transport toxic-inhalation-hazard materials, including the degree to which these methods may be successful in causing death, injury, or serious adverse effects to human health, the environment, or public welfare;
Section 127 - directs the Domestic Nuclear Detection Office to evaluate systems to detect nuclear or radiological materials on the rails to ensure that these systems are established and a deployment strategy is developed to detect such materials arriving by rail.
Section 130 - requires the Secretary to screen in-bound rail shipments to the
Section 134 - directs the Secretary to assess, and report the results to Congress on, the safety and security vulnerabilities of placing high voltage electric transmission lines along active railroad rights-of-way.
Section 136 - directs the Secretary of Transportation to establish a program to coordinate with state and local governments to minimize the need to transport toxic inhalation hazardous materials by rail.
Save Our Village extends its gratitude to Assemblyman Tom Alfano (21st Assembly District) and Congresswoman Carolyn McCarthy (4th Congressional District) for their hard work and dedication.
Save Our Village encourages citizens to check this blogsite for further updates regarding proposed legislation which seeks to improve our safety and security.