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.
