David Paterson has a secret plan for the MTA. After debuting this fact on Wednesday, Paterson spent all day on Thursday talking about it.

“They are reviewing it with their members. If it passes muster, we’ll make sure you know about it soon enough and hopefully vote on it as soon as when we get back. And I would like the day to be Monday,” Paterson said to NY1’s Bobby Cuza on Thursday.

So with all of this secrecy surrounding Paterson’s plan, it better be a good one, right? Well, William Neuman and Nicholas Confessore of The Times spoke to a few sources in the know, and the plan sounds like nothing too secretive. Unless the two reporters failed to uncover something, this super-secret, Save-the-MTA plan focuses around — get this — refunding the schools impacted by the payroll tax.

And you were expecting something groundbreaking and forward-thinking. Neuman and Confessore have more details:

Seeking to break a stalemate on a rescue plan for the Metropolitan Transportation Authority, Gov. David A. Paterson made a secret proposal this week to have the state give money to school districts to cover the cost of a new payroll tax, according to people briefed on the proposal.

They said that the school proposal was what Mr. Paterson was referring to on Wednesday when he said that he had a “new idea” to move the stalled authority bailout forward.

The governor has not said publicly what the new idea is. Officials said that he discussed it with the Senate majority leader, Malcolm A. Smith, and Assembly Speaker Sheldon Silver on Wednesday. The payroll tax would provide about $1.5 billion to the authority each year, but four suburban Senate Democrats have opposed it, in part because they said it would burden school districts, which would have to pay the tax.

Meanwhile, the four Democrats whose votes are required for any MTA funding plan and how have vowed to block any payroll tax may not even support this plan. It could be another D.O.A. funding plan for the MTA.

Now, David Paterson is in a precarious position. He wants to reelection, but his popularity rankings are so low that he probably wouldn’t even defeat a Democratic primary challenger. By publicly hitching his wagon to this plan — and promoting it as his compromise to save the MTA — he’s playing a dangerous political game. If this is all he’s got, he’s going to lose.

New York City is covered in subway stations. There are, in fact, 468 of them, and not one of them was designed to be closed overnight. Some are designed for reduced capacity late at night; some are designed to have fewer entrances open; but no matter the hour, a subway will eventually stop at every single station in the system.

Now, though, Elliot Sander, executive director and CEO of the MTA, is threatening to take it all away. Faced with a crushing deficit nearly 50 percent beyond what officials first projected, the MTA is facing a second Doomsday this year. Without a major funding plan from Albany, the MTA is going to have to raise fares and cut services for an unprecedented second time in one calendar year, and no one is looking forward to it.

During a Wednesday board meeting in which the MTA brass gave the go-ahead to its finance committee to draw up an 18-month plan that could be approved as early as June, Sander sounded a dire tone. “I’m not sure the English language captures what goes beyond doomsday but to me, as a transit professional, as a citizen and a user of the system, they are just unbelievably difficult and I think some would view them as horrific,” he said said.

Horrific as in no more 24-hour service.

Of course, that’s a political red herring, and one unmasked by reporters a few hours later. William Neuman of The Times, for example, wrote:

Asked if he would consider shutting down the subway late at night to save money, he said, “One can’t say that anything is off the table.”

He said that he had not discussed an overnight shutdown with the president of New York City Transit, Howard H. Roberts Jr., and that there were strong arguments for maintaining all-night service.

A transportation authority spokesman, Jeremy Soffin, later clarified those remarks, saying, “We are not actively studying a nighttime shutdown of the system.” He said running fewer trains at night was a more likely option.

It all comes back to those 468 stations. The system simply wasn’t designed to stop. There’s nowhere to store all of the rolling stock; the cost of securing the system would be immense; and the cost in labor or time in shutting down and starting up the system basically negates — and is generally believed to outweigh — the cost savings of a shut down.

Of course, that’s hardly good news. The MTA can roll back subway service to two trains an hour on nearly every line from 2 a.m. to, say, 5 a.m. It doesn’t even need to add complementary Night Owl bus service. It will make taxis a more alluring alternative and will add significant time to off-hours workers’ commutes. In other words, it’s a second Doomsday.

“I want to wake up in the city that never sleeps,” Frank Sinatra croons in his classic rendition of “New York, New York.” The subways are in fact the main reason why this city never sleeps, and to take away the late-night subway rides would be to rob the city of its vitality, its allure and its 24-hour-ness. It makes for a dire Doomsday threat, but it won’t happen. At least we have that silver lining in this dark grey cloud.

Photo of a closed subway station by flickr user A30_Tsitika.

Due to a procedural rule in the New York State Senate, any Senate-endorsed MTA funding plan will not come to a vote until next week at the earliest. Meanwhile, Albany-watchers still do not believe that Senate Majority Leader Malcolm Smith has the requisite 32 votes to pass any sort of bill, and the MTA is counting down the days until it must unveil 2009’s second fare hike plan.

Tuesday in Albany started with some minor amendments the MTA funding plan approved Monday by the Senate’s transportation committee. The bill, approved along a 10-8 party-line vote, contained a few mistakes that had to be rectified, but because the Senate demands a three-day ripening period for legislation, the bill won’t come up for a vote again until Monday.

According to Elizabeth Benjamin (linked above), the changes were mostly cosmetic. The taxi cab drop-off charge now applies to yellow cars only, and the language requiring a mandatory MTA audit was strengthened to “shall be” from “may be.” No matter the langauge, Newsday’s James T. Madore can’t find 32 Senators in favor of the bill.

Downstate, Mayor Bloomberg finally ramped up his campaigning for the MTA. Bloomberg, along with teacher’s union head Randi Weingarten and President and CEO of Parntership for New York Kathryn Wylde, sent a letter to the state’s leaders in Albany urging support for the beleaguered transit agency.

Meanwhile, Newsday’s editorial board just wants Albany to allocate its discretionary funds to the agency. “Is nobody willing to argue that maintaining subways, buses and trains is a basic governmental responsibility?” the paper asks.

All of this Doomsday politicking leads to one overarching bit of bad news: While I yesterday said that the MTA would have to enact a second fare hike by the fall, amNew York’s Heather Haddon says that the MTA could unveil a second fare hike as early as May if the Senate does not act. Further we go along the downward spiral.