FINANCE

NEW YORK STATE SENATE FINANCE COMMITTEE — The New York State Department of Transportation defended its $34.1 billion five-year capital plan during a joint legislative hearing on the 2025-2026 executive budget, with DOT Commissioner Marie Therese Dominguez emphasizing that an additional $800 million in proposed funding is essential to restore the department's purchasing power amid persistent inflation. Dominguez highlighted major infrastructure projects including the Interstate 81 viaduct removal in Syracuse, the Cross Bronx Expressway reimagining, and the Interstate 787 corridor study in Albany. She reported that the department improved more than 2,800 lane-miles of highways and replaced or rehabilitated more than 3,100 bridges in the previous year. The commissioner also touted the Automated Work Zone Speed Enforcement Pilot Program, which she said has resulted in zero worker injuries or fatalities in areas where it has been deployed since its 2023 launch. The budget includes $9 billion in projected Transit Operating Aid for statewide transit systems, $100 million in additional non-MTA transit capital funding, and $100 million for the newly announced Zero-Emission Transit Transition Program (ZETT). The department is also investing $25 million to improve rail service in the Hudson Valley and continuing a $230 million Upstate Airport Economic Development and Revitalization Competition. Sen. Jeremy Cooney, chair of the Senate Transportation Committee, expressed strong support for the $800 million capital plan increase but signaled concern that the 3.4 percent increase in state transit operating aid may be insufficient to meet operational needs. He proposed a new Worker Access Transit Fund to connect underserved communities to economic opportunities and advocated for high-speed rail development, particularly a Toronto-to-New York corridor. Assemblyman William Magnarelli, chair of the Assembly Transportation Committee, pressed Dominguez on whether the $800 million would be sufficient or if additional appropriations would be needed next year. He also questioned the status of several major projects, including the Interstate 81 viaduct removal in Syracuse, which Dominguez acknowledged would likely extend beyond the originally planned 2028 completion date due to litigation delays. Assemblyman Brian Miller, ranking member on Transportation, raised concerns about the adequacy of CHIPS funding increases, noting that county and town highway officials are seeking a minimum $250 million increase to address infrastructure decline in upstate New York. The hearing, held February 6 in Albany, included testimony from multiple transportation agencies and is part of a series of joint fiscal committee hearings on the governor's proposed budget. NEW YORK — The state Department of Transportation defended its $34.1 billion five-year capital plan during a joint legislative budget hearing Wednesday, as lawmakers from Long Island and other regions pressed Commissioner Maria Dominguez on what they characterized as inequitable funding allocations and flat local assistance programs. Dominguez announced the Governor's proposal to add $1 billion to the capital plan to address inflation, but the move drew criticism from senators who questioned why local programs like CHIPS, PAVE-NY, and BRIDGE NY remain flat despite rising costs. "How can we justify keeping all those flat?" asked Sen. Patrick O'Mara, arguing that municipalities face the same inflationary pressures as the state. The Long Island funding dispute dominated much of the hearing. Assemblywoman Stacey Solages cited figures showing Long Island receives only 7 percent of the upcoming capital program, down from 23 percent historically. Dominguez disputed the accuracy of those numbers, stating Long Island receives approximately 12 percent of core highway and bridge funding and 15 percent of MOU-subject funding, consistent with historical allocations of 12-16 percent over 15 years. The region is slated to receive $1.5 million over the five-year plan, including $268 million in the memorandum of understanding. Sen. John Liu praised progress on the state rail plan, noting completion of a Tier 1 Environmental Impact Statement and application for Federal Railroad Administration Corridor ID funding. He asked about potential impacts from the new federal administration on discretionary funding. Sen. Comrie focused on broadband infrastructure integration with highway projects and praised DOT's responsiveness on regional priorities including Cross Bronx Expressway rehabilitation and Van Wyck Expressway repairs. He noted the agency achieved 18 percent MWBE compliance this year and highlighted a $323,000 federal grant for wildlife crossing studies. Sen. Oberacker proposed a $62 million "CLEAR" emergency assistance program—$1 million per county—to help municipalities facing 10 percent or greater weather-related impacts to their highway budgets. He also advocated for carveouts on electric vehicle requirements for emergency vehicles, school buses, and plows, citing infrastructure concerns including bridge weight capacity and guardrail strength. Dominguez stated that electric bus weights fall within existing bridge load standards and require no changes to current practices. She also confirmed that DOT is not seeking to enhance highway capacity and emphasized compliance with the Climate Leadership and Community Protection Act through rigorous environmental review processes. The hearing, held before the Senate Finance Committee, reflected broader tensions between the Executive's capital plan priorities and regional demands for increased local transportation funding. NEW YORK — The New York State Department of Transportation defended its $34 billion five-year capital plan and climate compliance record during a joint legislative budget hearing on Wednesday, as lawmakers pressed Commissioner Dominguez on funding disparities, work zone safety, and the impact of unfunded mandates on local infrastructure. The hearing, held before the Senate Finance Committee and Assembly members, revealed significant tensions over how transportation dollars are allocated across the state. Assemblyman Palmesano pointed out that while highway construction costs have surged 70 percent over three years, the CHIPS program for local roads remains flat, and questioned whether the state is prepared to address the impact of an electric school bus mandate that could increase local road maintenance costs by $20,000 to $50,000 per mile. Commissioner Dominguez emphasized that DOT is leading the nation in transit investment, with $9 billion of the department's budget directed to transit, including $8 billion to the MTA. He noted that just under 1 percent of projects on the Statewide Transportation Plan involve highway widening, countering concerns from Chairwoman Krueger and others that road expansion conflicts with climate goals under the Climate Leadership and Community Protection Act. The commissioner also defended the Work Zone Speed Camera Program, which the state proposes to make permanent. Sen. Cooney raised concerns about a Rochester camera that issued 25,000 tickets in 24 days, but Dominguez said the data shows the program works—violations decrease the longer a work zone is in place—and that revenue from fines goes directly to worker safety initiatives. On the Cross Bronx Expressway bridge rehabilitation project, Dominguez outlined two approaches: completing work within the existing expressway framework over a longer timeline, or building a temporary diversion road to accelerate construction. Assemblywoman Gallagher questioned whether the proposed "multimodal community connector" is actually a five-lane highway at 45 miles per hour, and raised concerns that NYCHA residents had not been adequately consulted. Lawmakers from Long Island and the Hudson Valley pressed for greater funding equity, with Assemblyman Durso questioning the methodology for allocating capital funds and Assemblywoman Shimsky requesting an additional $250 million for CHIPS to address the region's aging infrastructure and worst road conditions in the state. The hearing underscored ongoing friction between the executive branch and legislature over transportation priorities, with lawmakers demanding more accountability on climate compliance, local road funding, and the cumulative impact of state mandates on municipal budgets. NEW YORK — State transportation officials defended their 2025-2026 budget proposals before a joint legislative committee on Wednesday, with the Department of Transportation and Metropolitan Transportation Authority highlighting significant investments and efficiency gains despite persistent concerns from lawmakers about funding gaps and service equity. DOT Commissioner Dominguez presented a $6.3 billion capital plan with an additional $100 million for the CHIPS local highway assistance program, but faced pointed questioning from legislators representing rural and suburban areas who said their communities continue to struggle with deteriorating roads despite flat funding levels. Assemblyman Bendett and Assemblyman Slater both pressed the commissioner on whether local highway departments would see meaningful improvements, with Slater specifically asking how the Hudson Valley would benefit from the proposed $800 million allocation. "When it comes to actually seeing the results in our communities, we just haven't seen that in a meaningful way yet," Slater said, questioning whether the allocation formula would actually change regional distribution patterns. The MTA presented more optimistic metrics, with Chair Janno Lieber reporting that subways now carry 4 to 4.5 million riders daily—more than the entire U.S. aviation system—and that the agency has reduced its budget 3 percent below pre-COVID levels in real terms while expanding service. The MTA reported dramatic progress on fare evasion, with subway evasion down 25 percent and bus evasion down 12 percent in the last six months. However, Lieber faced tough questions about the MTA's $68 billion capital program proposal and the $35 billion funding gap for the 2025-2029 plan. Assemblyman Braunstein pressed Lieber on whether the Governor had proposed any solution to the gap, and whether federal partners had been approached for contributions. Lieber pushed back against the term "gap," arguing the capital program is a predictable state budget item like Medicaid and education, and that the Legislature and Governor must determine funding sources. Assemblyman Braunstein also questioned the MTA on combined fare and toll evasion losses. Lieber said toll evasion costs approximately $150 million annually, with the MTA collecting 96 percent of tolls. He acknowledged the MTA would seek additional enforcement powers this session, including the ability to confiscate license plate devices or vehicles from repeat toll evaders. Other legislators raised concerns about specific programs. Chair Pretlow questioned whether the $40 million State Touring Route program and $1 million Lower Hudson Valley transit study represented the best use of funds, suggesting more money should go to CHIPS. Assemblywoman Simon raised traffic safety concerns, noting 250 deaths from traffic violence in 2024, including 16-17 children, and asked about DOT support for speed-limiter legislation. Assemblywoman Giglio pressed the DOT on recycled pavement materials and why Long Island cannot use them despite the state's 1988 mandate to promote recycling. The hearing underscored tensions between urban and rural transportation needs, questions about capital plan financing, and ongoing concerns about transit safety and fare evasion. The New York State Senate Finance Committee held a joint hearing on the 2025-2026 executive budget for transportation on February 6, with MTA Chair and CEO Janno Lieber defending the agency's spending priorities and addressing pointed questions about police budgets, rail car procurement, and congestion pricing implementation. Sen. Leroy Comrie opened with a confrontational line of questioning about a reported $20 million cut to the MTA police budget, which Lieber characterized as overtime management rather than a reduction in headcount. Lieber noted that MTA police staffing has actually grown from 1,100 officers in 2021 to 1,350 in 2024, and that the agency lost a $10 million annual grant from the Manhattan District Attorney's office for fare evasion enforcement. The $77 million in funding from Gov. Hochul for NYPD officers on subway trains, Lieber explained, is limited to six months and addresses a different enforcement need. Comrie also pressed Lieber on transparency, asking whether the MTA's public dashboard would show procurement gains and how residents could track spending on supplies and other operational expenses. Lieber committed to circulating a board presentation detailing the agency's cost-saving measures. Sen. Roxanne Persaud raised concerns about chronic delays on the BM2 express bus serving Brooklyn, describing her district as a transit desert and criticizing both bus scheduling management and the MTA's customer service call line. NYCT President Demetrius Crichlow acknowledged the issues and offered to examine the specific route. Assemblyman Simone highlighted a New York Times report that 26 people were pushed in front of subway tracks in 2024, questioning whether the MTA's current platform barriers are adequate. Lieber defended the barriers as effective and noted that the agency plans to expand them from 17 stations to 100 stations in the next year, funded by the Governor. On procurement, Sen. Tom O'Mara, the Finance Committee's ranking Republican, pressed Lieber on the status of the M-9A commuter rail contract, which has been in procurement for nine years. Lieber said the contract must be resolved within six months. O'Mara also advocated for prioritizing New York State railcar manufacturers, including Alstom in Hornell, CAF in Elmira, and Siemens in Horseheads. Lieber emphasized that the MTA is proposing to purchase 1,500 subway cars and 500 railcars, and that the agency has reduced construction costs by 3 percent through contract reforms, project bundling, and innovation. He cited the Park Avenue viaduct project in East Harlem as an example, noting it is being rebuilt in 21 months on weekends without shutting down service. On congestion pricing, Lieber acknowledged that the lower toll rate approved by the state has reduced projected revenue but said the MTA has adjusted its capital plan to accommodate the shortfall. Assemblyman Bores estimated that approximately $5.3 million in revenue has been forgone due to credits for drivers using the Holland or Lincoln Tunnel. Assemblyman Magnarelli, representing upstate New York, noted the disparity in funding, with the MTA receiving tens of billions while the rest of the state's Department of Transportation capital plan totals $34.1 billion. He urged education efforts to help upstate constituents understand the importance of the transit system to the state's economy. Lieber responded that 85 percent of New York State's personal income taxes and 60-plus percent of sales taxes come from the MTA region, and that 3 million jobs depend on mass transit. The hearing underscored ongoing tensions between the MTA's capital and operating needs and the Legislature's concerns about cost control, transparency, and equitable funding across the state. The Metropolitan Transportation Authority defended its proposed $68 billion capital program for 2025-2029 during a joint legislative hearing on the 2025-2026 executive budget on transportation, after the Capital Program Review Board recently vetoed the plan. MTA Chair and CEO Janno Lieber argued the funding level is the minimum necessary to prevent system deterioration and cited studies showing the capital program creates 73,000 jobs with an average salary exceeding $100,000 and generates $112 billion in economic activity. Lieber invoked the "Summer of Hell" of 2017 to illustrate consequences of underfunding, displaying newspaper front pages showing crowded platforms when the system nearly collapsed. The hearing revealed significant regional equity concerns, with upstate and suburban legislators expressing frustration over service disparities. Assemblyman Eachus from Orange County and Northern Rockland County criticized congestion pricing as a "dagger in the heart" for his district, which he said receives only 1 cent back per dollar of payroll taxes paid. Assemblyman Jacobson detailed Orange County's $35.8 million in annual tax contributions while receiving minimal service. Lieber acknowledged that rail service west of the Hudson "stinks" but noted it is operated by New Jersey Transit on freight railroad tracks beyond MTA control. Accessibility emerged as a priority, with Chairwoman Krueger and other legislators pressing for progress on ADA improvements. Lieber reported elevator availability at 97-98 percent and announced plans to make 60 additional stations fully accessible, quadrupling the previous pace. Concerns about congestion pricing's environmental benefits were raised, with Lieber noting preliminary data showing 50 percent reduction in car crashes with pedestrian and cyclist injuries and 66 percent support among regular drivers. The hearing also addressed MTA Police staffing, with Lieber announcing 250 additional officers hired this year—a 20 percent increase—bringing the force to 1,358 officers, while defending a $10 million overtime reduction as part of more efficient workforce management. Questions about Long Island Rail Road new railcars and Interborough Express Project expansion remained unresolved, with Lieber indicating procurement processes preclude detailed discussion but promising resolution within six months on railcars. New York's transportation agencies defended their 2025-2026 budgets before a joint legislative committee on Thursday, with MTA Chair Janno Lieber facing pointed questions about procurement efficiency and congestion pricing implementation, while DMV Commissioner Mark Schroeder and Thruway Authority Executive Director Frank Hoare highlighted modernization efforts and safety initiatives. Lieber presented the MTA's $68 billion capital program as essential infrastructure investment, citing recent improvements in on-time performance and ridership growth. He highlighted $800 million dedicated to Hudson Line resilience work to address sea-level rise and landslide risks, and claimed 22 percent cost reductions on elevators and escalators compared to prior programs. The MTA carries 6 to 7 million riders daily, with subways at 80 percent capacity and buses at 90 percent. However, Assemblyman Blumencranz challenged the MTA's spending practices, citing nearly $700 million spent on consultants for the Second Avenue Subway's first phase compared to $378 million on actual construction. Lieber dismissed the comparison as irrelevant to current practices, noting the project finished eight or nine years ago. He defended the MTA's efficiency record, claiming a 3 percent real budget reduction while providing more service. Assemblywoman Gallagher raised concerns about $77 million allocated for six months of subway police deployment, arguing the funds could instead support 3,000 permanent supportive housing units. Lieber disagreed, noting that 36 percent reduction in violent subway incidents in January, though he cautioned against attributing it solely to congestion pricing. Chair Pretlow pressed Lieber on bus schedule adjustments following congestion pricing, noting that buses running on old schedules in faster traffic are effectively slowing down service. Lieber acknowledged the issue and said the MTA is piloting schedule revisions on two or three routes. DMV Commissioner Schroeder reported the agency generates $2 billion annually for the state and is implementing a $495 million modernization program to replace systems more than 50 years old. He highlighted achievements including the launch of Mobile ID, a record 50 percent enrollment in the organ donor registry, and $8 million in recovered stolen vehicles. Thruway Authority Director Hoare presented a $1.4 billion 2025 budget and $2.7 billion five-year capital plan, emphasizing safety following two employee fatalities in 2024. The Thruway processed 403 million transactions in 2024 and maintains toll rates significantly lower than Pennsylvania (17 cents per mile) and New Jersey (39 cents per mile). Hoare reported 130,000 work zone speed violations and requested legislative support for making the Automated Work Zone Speed Enforcement program permanent. Sen. Comrie called for a forensic audit of the MTA to satisfy public concerns about spending and transparency, and advocated for fare discounts to boost ridership. He also raised concerns about the Queens bus redesign, particularly the lack of connections from the Rockaways to JFK Airport and Long Island Jewish Hospital. The hearing, held February 6, 2025, reflected ongoing legislative scrutiny of transportation spending and service delivery as the state faces competing demands for infrastructure investment across multiple agencies. NEW YORK STATE SENATE FINANCE COMMITTEE HEARING ON 2025-2026 TRANSPORTATION BUDGET REVEALS CRITICAL GAPS IN EV CHARGING INFRASTRUCTURE Albany — A joint legislative hearing on the 2025-2026 transportation budget exposed significant tensions between New York's aggressive electrification mandates and the state's lack of concrete infrastructure planning, particularly regarding commercial electric vehicle charging along the Thruway. Thruway Authority Executive Director Frank Hoare acknowledged that zero commercial chargers currently exist on the Thruway system, despite the Advanced Clean Truck Rule already being implemented. While the authority has identified 10 service areas for medium- and heavy-duty chargers, Hoare conceded that utilities have indicated each site would require "the energy and power of a small city," presenting a formidable obstacle to implementation. Assemblyman Magnarelli delivered a pointed critique of the state's approach, stating: "Not only is this not a plan, this borderlines on ridiculous." He argued that the state is "creating anxiety and fear" in communities by mandating electric vehicle purchases without providing the infrastructure to support them. "We need to know where we're going, and we have to be honest. Right now there's no honesty out there," Magnarelli said. Senator Tom O'Mara, the ranking member, pressed Hoare on the timeline, noting that the Advanced Clean Truck Rule is already in effect and questioning how trucks will utilize the Thruway without charging infrastructure. Hoare could not provide a specific timeline, citing the complexity of coordinating with utilities and other stakeholders. On other transportation matters, DMV Commissioner Sheila Schroeder provided updates on the department's IT transformation project. Despite a $170.1 million budget reduction—from $495 million to $324.9 million—Schroeder clarified that the project is not discontinued but rather in execution phase. She outlined two major rollouts: February 2026 for driver-side services and March 2028 for registration services, with funding secured through 2029. Schroeder also emphasized the urgency of REAL ID compliance, noting that approximately 7 million New Yorkers are currently compliant with only 90 days remaining until the May 7, 2025 deadline. She announced a comprehensive public awareness campaign, including commercials and press conferences at all 13 state airports. On toll collection, Hoare reported that the Thruway maintains a 96% collection rate, with most unpaid tolls from out-of-state trucking. The authority has secured reciprocity agreements with Massachusetts and is working to expand agreements with New Jersey, Pennsylvania, Delaware, Ohio, and Illinois. Hoare highlighted that Thruway tolls remain among the nation's lowest at less than 5 cents per passenger mile, compared to 39 cents on the New Jersey Turnpike and 17 cents in Pennsylvania. Senator Leroy Comrie raised concerns about E-ZPass billing errors and proposed pop-up adjudication centers in all boroughs on weekends, similar to mobile DMV services. He also questioned whether out-of-state vehicle inspections in New York inflate insurance costs for residents. The hearing underscored a fundamental disconnect between the state's electrification goals and the infrastructure and planning necessary to achieve them, with legislators expressing frustration about the lack of a coherent strategy. NEW YORK — State transportation officials faced pointed questioning from lawmakers on Wednesday over e-bike regulation, vehicle enforcement, and electric vehicle charging infrastructure during a joint legislative hearing on the 2025-2026 executive budget. DMV Commissioner Schroeder reported significant progress on moped registration enforcement, citing a sharp increase from 2,317 registered mopeds in 2023 to 7,353 entering 2025 following recent legislation requiring dealer verification of registration and insurance. The commissioner defended the Governor's proposal to reclassify ultra-heavy e-bikes over 100 pounds as mopeds requiring licensing and registration, describing it as a "smart legislation" approach to address public safety concerns in New York City. However, lawmakers pressed Schroeder on implementation details. Assemblywoman Bailey questioned whether additional requirements like inspections, helmets, and insurance would accompany the licensing mandate. Assemblyman Bores asked what percentage of e-bikes on the market exceed the 100-pound threshold and whether the weight calculation would include batteries. Schroeder acknowledged he lacked specific data and committed to providing more information. Sen. Liz Krueger raised concerns about out-of-state vehicle registration fraud, noting the longstanding complaint that more cars registered in Vermont appear on New York City streets than exist in Vermont itself. She asked whether new technologies like E-ZPass and congestion pricing data could track vehicles registered elsewhere but present in New York 350 days annually. Schroeder acknowledged the "legitimate question" but said he could not immediately provide an answer. Thruway Authority Executive Director Frank Hoare faced criticism from Assemblyman Palmesano over the Advanced Clean Trucks regulation requiring electric vehicle charging infrastructure. Palmesano argued the mandate would "destroy the trucking industry," noting that diesel trucks travel 1,800-2,000 miles on a full tank in 20 minutes, while EV trucks can only travel 200 miles in four hours between charges. He called for a pause on the regulation, citing New York's 0.4 percent contribution to global emissions. Hoare reported 24 completed rest areas with two more opening within weeks and the final renovation in early fall. He acknowledged challenges deploying EV charging for heavy-duty trucks, citing power capacity and space constraints, and noted the Thruway has identified 10 charging sites in cooperation with partners. On bridge strikes, Hoare reported that a single incident on the South Broadway Bridge in Nyack cost $6 million in lost tolls over 16 hours. An enforcement program yielded 7,000 violations, with 31-32 specifically for over-height violations. The hearing was held by the Joint Legislative Committee on Finance on February 6, 2025. New York State legislators heard testimony on the 2025-2026 transportation budget on Thursday, with agency officials and transportation advocates highlighting infrastructure needs and funding gaps across the state's transit, rail, and highway systems. DMV Commissioner Schroeder defended the Governor's proposed expansion of drugged driving laws, explaining that chemical tests can detect amphetamines, opiates, cocaine, and cannabis, and that over 7,000 trained police officers across the state would enforce the new standards. However, Assemblywoman Simon and Assemblywoman Romero raised pointed concerns about the lack of established impairment thresholds for drugs—unlike the defined blood alcohol content standard—and worried that vague language could catch non-criminal behavior like caffeine consumption. Schroeder acknowledged the concerns and said the state would review the language. Thruway Authority Executive Director Hoare testified that the Troop C State Police budget costs approximately $71 million annually and is paid for by the Thruway Authority. He acknowledged uncertainty about how speeding ticket surcharges are allocated and expressed openness to testing more reflective lane markings on the Thruway, following Sen. Pretlow's advocacy for a pilot program to improve nighttime visibility and reduce accidents. Transportation advocates testified on funding priorities. James Morrell of the New York Public Transit Association urged a 15 percent increase in state operating assistance for non-MTA systems and restoration of $26 million in annual NFTA rail infrastructure funding. Mike Burridge of ACEC New York praised the Governor's $800 million NYSDOT capital increase but noted that 65 percent of state bridges and 45 percent of lane-miles remain in fair or poor condition, citing a Federal Highway Administration report. He also noted that highway construction costs have increased 70 percent over three years. Gary Prophet of the Empire State Passengers Association advocated for funding the New York State high-speed rail Tier 1 EIS (Option 90B), which has been under study since 2010 and was approved as the preferred option in 2023. He also urged increased Amtrak speeds north of Cold Spring, currently at 79 mph but previously 90 mph. Lisa Daglian of the Permanent Citizens Advisory Committee to the MTA testified that each billion dollars of MTA capital spending creates 5,900 jobs and advocated for five affordability initiatives, including extending senior discounts to morning peak hours on commuter rails and increasing Fair Fares eligibility to 200 percent of federal poverty level from the current 145 percent. Sen. Leroy Comrie asked each panelist about their priority projects and emphasized the need for transparency and equitability in transportation systems. He requested another forensic audit of the MTA to demonstrate progress to the public. NEW YORK — Local highway officials and construction industry representatives urged state legislators on Thursday to add $250 million to the CHIPS program, arguing that inflation has severely eroded the purchasing power of local road funding even as the state proposed an $800 million increase for state highways. Testifying before the Joint Legislative Committee on Finance during a hearing on the 2025-2026 Executive Budget, highway superintendents and construction groups presented a stark picture of deteriorating roads and bridges across New York. Kevin Hajos, president of the New York State County Highway Superintendents Association, said that with current flat funding and inflation, a mile of road that once cost $100,000 to repair now yields only half a mile of work. "For smaller towns or counties, this is their budget. This is all they have to repair the road network. This is their lifeblood," Hajos testified. The testimony revealed significant infrastructure challenges. Local governments manage 87% of the state's public roads, 8,600 bridges, and 97,000 centerline miles of roadways across 1,600 municipalities. Yet the BRIDGE-NY program has funded only 41% of bridge applications and 19% of culvert applications across five rounds. Colleen Thomas, director of planning and infrastructure for the Saint Regis Mohawk Tribe, highlighted a particularly acute problem: State Route 37 in Akwesasne, which carries 15,000 vehicles daily, has not received state DOT funding since 2011. Thomas testified that the tribe receives no state transportation funding, only federal Bureau of Indian Affairs support, despite Highway Law 53 obligating the state to maintain highways on Indian Reservation lands. Fred Hiffa of Rebuild NY Now raised concerns about emerging costs from climate mandates. He noted that electrifying the state's snowplow fleet—1,600 at DOT and 15,000 at local governments—will cost billions. EV snowplows are estimated at $800,000 each, and utility assessments found that 15% of school bus garages cannot supply enough electricity to charge a single EV bus. Assemblyman Palmesano cited preliminary research showing electric school buses, which are heavier than diesel buses, could reduce road useful life by 20% and increase maintenance costs by $20,000 to $50,000 per mile. The construction industry supported the Governor's $800 million DOT increase but emphasized that local roads need proportional investment. Walter Pacholczak of the Associated General Contractors of New York State praised the state funding as addressing inflationary pressures and supporting job creation. Senators expressed support for the $250 million CHIPS request. Sen. O'Mara called CHIPS "the fairest distribution program" in the state and committed to working hard to achieve the increase. Sen. Comrie pledged to fight for upstate funding and promised to address the Saint Regis Mohawk Tribe's road crisis, calling the situation "egregious." Highway officials also requested consolidation of five local road assistance programs into two to reduce administrative burden on small municipalities, and asked for the bid threshold on highway projects to be raised from $350,000 to $1 million to allow more cost-effective in-house work. However, construction industry representatives opposed raising the threshold, arguing competitive bidding ensures value. NEW YORK STATE SENATE FINANCE COMMITTEE HEARS TRANSPORTATION BUDGET TESTIMONY ON SALT POLLUTION, AVIATION FUNDING, AND MTA BUS PROCUREMENT Albany — The New York State Senate Finance Committee held a joint legislative hearing on the 2025-2026 Executive Transportation Budget on Thursday, hearing testimony from industry representatives, county officials, and disability advocates on infrastructure funding, environmental concerns, and transit accessibility. A key point of contention emerged over the Metropolitan Transportation Authority's bus procurement strategy. John Hroncich of BAE Systems, representing the company's 1,200-plus employees in Endicott, challenged the MTA's capital plan, which includes 1,746 diesel buses and zero hydrogen buses while planning to purchase only 500 battery electric buses. Hroncich argued the plan represents more diesel bus purchases than Boston, Montreal, Toronto, Philadelphia, and Washington D.C. combined purchased over the past decade. He noted that when the MTA buys diesel buses, 76 percent of spending leaves the state, compared to 80 percent retained in-state for hybrid buses manufactured in Endicott. Sawyer Bailey of AdkAction testified about road salt pollution in the Adirondack Park, citing data showing 64 percent of nearly 500 wells tested exceeded EPA sodium levels. She advocated for reallocating a portion of the $156 million snow and ice management budget to implement sustainable winter road maintenance methods, arguing that a 20 percent salt reduction could be achieved through material spending reductions in a single winter. Ron Epstein of the New York Construction Materials Association applauded the Governor's $100 million increase for the Core Highway Pavement and Bridge Program and the $250 million addition to CHIPS, but warned of risks including future inflation and borrowing constraints. He noted that vendor-placed paving tonnage is down roughly 50 percent from a year ago. Mark Heefner of the New York Aviation Management Association testified that New York State airports generate over $80 billion in annual economic activity and support 454,000 jobs, yet the Aviation Capital Grant Program has remained flat-funded at $12.5 million for eight years. NYAMA advocates for a minimum $40 million annual commitment. Putnam County Executive Kevin Byrne highlighted the congestion tax's impact on county businesses, noting his largest private-sector employer faces a projected $250,000 annual cost. He emphasized that local governments maintain 97,000 centerlane miles of roads compared to 15,000 state-owned lane miles, and own more than half of the state's 17,500 bridges. Assemblyman Palmesano pressed both Byrne and Epstein on CHIPS flat funding despite a 70 percent Federal Highway Administration-reported construction inflation increase, questioning how counties can maintain infrastructure without increased funding. Christopher Greif, a disability advocate, testified in support of MTA accessibility improvements, highlighting boarding assistance buttons being tested on Metro-North and Long Island Rail Road, and the NaviLens wayfinding program in Manhattan and Brooklyn. The hearing underscored tensions between transportation funding needs and budget constraints, with testifiers emphasizing that inflation, environmental concerns, and infrastructure maintenance demands require sustained investment increases. NEW YORK — Accessibility advocates and state legislators expressed strong support for robust funding of the Metropolitan Transportation Authority's capital plan during a joint legislative hearing on the 2025-2026 transportation budget, with testimony focusing on elevator maintenance and accessible station expansion. Chris Greif, an MTA accessibility advocate who serves on the ACTA committee, testified that the $68 billion capital plan must be fully funded to prevent cuts to accessibility improvements across the transit system. He emphasized that community support is critical to advancing projects, urging residents to submit support letters to the MTA, Assembly, Senate, and Congress to advance accessible station projects including 4th Avenue-Ninth Street and Smith at Ninth Street stations. Greif highlighted recent progress, noting that Queensboro Plaza accessibility work has been completed and that Broadway Junction Station — described as the most congested accessibility project — is underway, though progressing slowly due to the complexity of coordinating state, city, and federal funding and the need to link to the Long Island Rail Road. Assemblywoman Deborah Simon raised concerns that insufficient capital funding could delay accessibility improvements, while Assemblywoman Giglio pressed for details on MTA resources for disabled riders, including website information about elevator outages and accessible reroutes. She also inquired about tactile indicators at street crossings and the NaviLens program, a pilot initiative being tested in Manhattan that uses technology to assist blind, deaf, and non-English-speaking transit users. Greif credited the MTA's Accessibility Division and his collaboration with MTA Accessibility Team member Quemuel Arroyo, arguing that working cooperatively with the agency rather than confrontationally produces better results. He also discussed his creation of accessible reroute protocols to ensure people with disabilities have transit options when service disruptions occur. Sen. Roxanne Persaud sought updates on Broadway Junction Station progress, while legislators uniformly praised Greif's advocacy work. The hearing concluded at 6:47 p.m.