Jim O'Grady appears in the following:
Friday, September 28, 2012
(New York, NY - WNYC) Here's what will be converging tonight on the area around the new Barclays Center Arena in Brooklyn: rush hour crowds pouring onto and out of nine subway lines that sit beneath the intersection of three major thoroughfares; 19,000 ticket holders on their way to a sold-out Jay-Z concert; massive thunderstorms.
And another sign of a looming traffic-pocalyse: the guy hired to devise a traffic plan for the arena has issued a Gridlock Alert for the intersection of Flatbush and Atlantic Avenues, right where the Barclays Center sits. Traffic engineer Sam Schwartz, known as Gridlock Sam, says ticket holders headed to the 8 o'clock concert will swell the area's normally heavy rush hour.
The NY Metropolitan Transportation Authority is adding extra subway service on the Q and 4 lines in the form of “gap trains,” or trains held in reserve to respond to a surge of customers. And double the number of late-night Long Island Railroad trains will run after the show. These “game trains” will arrive every 15 minutes and hold about 1,000 passengers each.
City planners have been trying for months to discourage driving to Prospect Heights, Park Slope and Fort Greene--brownstone neighborhoods with tree-lined streets that surround the Barclays Center arena. They've taken steps like reducing the arena's parking spots from 1,000 to 541. They've also launched a pro-transit publicity blitz that got The Harlem Globetrotters, who'll be playing a game at The Barclays Center on October 7, to ride the rails with reporters.
"I'm Big Easy of the world famous Harlem Globetrotters," said Big Easy two weeks ago, while standing on a train platform at a transit hub in Queens that city-bound riders of the Long Island Railroad use to switch to the subway. "We’re going to take a train to the Barclays Center." And then he did. The trip took 20 minutes, which was faster than driving, with or without a Gridlock Alert.
But planners know not everyone will heed the call to take transit to Brooklyn Nets games and concerts by Barbra Streisand and Rush. That's why they hired Schwartz to come up with a plan that would, in his words, "intercept drivers before they approach the arena."
Schwartz is setting up half-priced lots with free shuttle buses up to a mile from the arena. Fans can also pay to reserve a parking spot online, which is supposed to cut down on drivers circling around in search of parking. And Nets tickets will feature mass transit directions but nothing about how to drive to the stadium or park a car. There will, however, be plenty of parking right at the arena's entrance ... for 400 bicycles.
Still, it's not hard to find doubters of the plan. Neighborhood resident Gib Veconi came to the center's symbolic ribbon-cutting last week in part to protest what he sees as a looming traffic disaster. "If you're coming to park here, you can try to get into one of the 500 spaces down on the other block there for the arena," he said. "But if you can't, you're going to circle these streets looking for a free place to park--streets that are already jammed."
Will the near-nightly migration of tens of thousands of people to and from the Barclays Center Arena turn out to manageable or chaotic? Tonight is the first test.
Thursday, September 27, 2012
The NY Metropolitan Transportation Authority has voted to keep accepting "issue ads," with a disclaimer that the ad "doesn’t imply an endorsement." The authority will only put disclaimers on ads expressing political, religious or moral views.
(You're safe, Dr. Zizmor.)
The agency's monthly board meeting got a bit rowdy during the public comment session on Thursday, thanks to a controversial ad in the subway that equates the word 'jihad' with 'savages.'
Many came to speak because the MTA had let it be known that it might vote to ban all issue ads in the subway. That brought out a group of Occupy Wall Street protestors, who criticized the anti-jihad ads. Seth Rosenberg echoed several speakers when he called the ads "racist, anti-Muslim and vile to the core."
Pamela Geller, the woman who paid $6,000 to place a month's worth of ads in ten Manhattan subway stations, was there to defend her investment."The reason why these ads were run, so we have just a little context, is there were a series of anti-Israel ads that were running in the subway," she said.
Geller was referring to subway ads bought last year by a group called Two People One Future. Those ads said, "We are the side of peace and justice ... End U.S. military aid to Israel."
Though Geller said she found the Two People One Future ads offensive, she "didn't deface them." That was a pointed reference to to the fate of her own ads -- which, soon after their appearance on Monday, were affixed with stickers reading "Hate Speech."
When members of Occupy Wall Street tried to drown out Geller as she spoke at the meeting, NY MTA chairman Joe Lhota ordered the protestors removed.
Advertising produces one percent of the MTA's yearly revenue. And issue ads make up one percent of that - a total that comes to $1.3 million out of the MTA's annual budget of $1.2 billion.
You can see a photo of the ad below.
Monday, September 24, 2012
UPDATE 9/25/2012 12:45 pm: Barely a day later, and the ads in many stations have already been creatively defaced by a what appears to be vigilante poster graffiti.
(New York, NY – WNYC) A controversial ad is now up in ten New York City subway stations. The ad features two Stars of David and paraphrases a quote by Ayn Rand, saying, “In any war between the civilized man and the savage, support the civilized man,” followed by the tag line, “Support Israel. Defeat Jihad."
The American Freedom Defense Initiative, an advocacy group, paid $6,000 to buy space for the message. The NY Metropolitan Transportation Authority turned down the ad when the group submitted it a year ago on grounds that it violated a provision in the authority's advertising code that bars “demeaning” speech. A federal court ruled last week that the ad was protected under the First Amendment (full ruling here).
Javerea Khan, a 22 year-old student from the Bronx who is a Muslim of Pakistani origin, disapproved of the message. “It’s hard for me to look at this poster and actually take it seriously," she said, adding that most Muslims view jihad primarily as "an inner struggle to be closer to God. But when your religion is attacked, you go out and fight against it. We need to fight against this bigotry."
Paul Plunkett, a 29 year-old tourist from Georgia, viewed the ad differently. "I agree with it," he said. "I agree in supporting Israel. We help set up the country, we might as well. They're our strongest ally in the Middle East. And any religious extremism should be put down: jihad would be Muslim extremism."
Thursday, September 20, 2012
(New York, NY -- WNYC) The one-word street markings started appearing around Manhattan in mid-summer. An eagle-eyed TN reporter snapped a photo of one and, with no help from the city's tight-lipped Department of Transportation, deduced it was the start of a new pedestrian safety campaign.
That $1 million campaign has now been officially launched with the help of U.S. Transportation Secretary Ray LaHood, who joined NYC Department of Transportation Commissioner Janette Sadik-Khan at the corner of Second Avenue and 42nd Street in Midtown Manhattan to show off an oversized stencil that read "LOOK!"
The emphatic order is meant to be spotted by a pedestrian with his head buried in a smartphone as he launches into traffic. The "O's" in LOOK! also double as eyeballs pointing toward a presumed onslaught of vehicles. Sadik-Khan said New Yorkers need the heads-up: more than half of those killed in city traffic accidents are pedestrians. She added that at that very corner, 75 people were hurt in crashes between 2006 and 2010.
The LOOK! markings are installed at 110 crash-prone intersections throughout the city, with 90 more to come.
LaHood said it's critical for pedestrians to remain alert while crossing the street because even when they're in the right, they can still be hurt--more than half of all New Yorkers killed last year by cars at a crosswalk had the green light. "Having the right-of-way does not guarantee your safety," he said. "Hold off on emailing or texting until you've crossed the street."
Sadik-Khan said she got the idea for the markings when she visited London and came across its well-known suggestions to "Look Left" or "Look Right" before crossing.
The NYC DOT isn't putting the burden of safety solely on walkers. The LOOK! campaign includes ads on the backs of buses that admonish motorists to "Drive Smart / LOOK!" Other ads tell drivers to yield to pedestrians when turning at an intersection.
A NYC DOT spokesman said the campaign is largely funded by the Federal Highway Administration.
Wednesday, September 19, 2012
(New York, NY - WNYC) On Monday, ten New York subway stations will display an ad that uses block letters on a black background to proclaim, "In any war between the civilized man and the savage, support the civilized man,” followed by the tag line, “Support Israel. Defeat Jihad.”
The ruling comes as anti-American protests are erupting around the world over an anti-Muslim film trailer widely circulated on the internet.
The American Freedom Defense Initiative (AFDI), an advocacy group, bought space for the ad in the subway a year ago. But the NY Metropolitan Authority rejected it before it could run, explaining in a letter to the group that, "Your proposed ad contains language that, in our view, does not conform with the MTA's advertising standards regarding ads that demean an individual or group of individuals."
AFDI sued, and won, on First Amendment grounds. The NY MTA appealed, and lost.
The judge in the case denied the authority's request for an extension that would've allowed its board to meet and consider a rule change to ban non-commercial ads, also known as issue ads, on its property. (See the ruling below.)
NY MTA spokesman Aaron Donovan said today that the fight is now over. “Our hands are tied," he said. "The court found the MTA’s regulations on non-commercial ads violated the First Amendment."
The NY MTA will not follow the lead of San Francisco's Municipal Transportation Agency, which ran the same ad on its buses next to an ad of its own that condemned "statements that describe any group as 'savages.'"
This is not the first time that AFDI has placed an ad with the NY MTA. In August, the group launched a campaign with ads in Metro-North commuter rail stations that cited tens of thousands of "Islamic attacks" since the 9/11 attacks. The authority said it displayed them because the ads did not include demeaning language.
AFDI says it "aggressively seeks to advance and defend our nation’s Judeo-Christian moral foundation in courts all across our nation." Its executive director is Pamela Geller, who was instrumental in protests against Park 51, a mosque-community center two blocks from the World Trade Center in Lower Manhattan.
Friday, September 14, 2012
(New York, NY - WNYC) Handicapped New Yorkers now have several ways to hail a wheelchair-accessible cab--no whistle or wave necessary—as long as they're in Manhattan.
The city has launched a dispatch system that lets disabled riders summon one of New York's 233 wheelchair-friendly cabs by telephone, text, the internet, or a free smartphone app called “Wheels on Wheels.” Until now, the only way to catch a cab with space for a wheelchair was by calling New York's helpline, 311.
The "Accessible Dispatch" app allows a disabled rider to request a taxi from a dispatcher in Connecticut. The dispatcher uses a GPS system to locate the nearest cab-with-ramp (see photos) and sends it to the rider, who can chart the cab's approach by phone.
When offered a trip, the cabbie must accept it within two minutes and proceed directly to the rider. The dispatch service pays drivers for that travel time. Yellow cab medallion owners pay $98 a year to fund the program; no tax dollars are used.
The fare is the same as for any cab ride. Drivers must take a disabled rider anywhere in the five boroughs, Westchester and Nassau Counties, and the three major area airports. Riders must be in Manhattan if they want to use technological means to hail a wheelchair-accessible cab.
By city rule, regular yellow cabs can pick up street hails but aren't allowed to be dispatched. The New York Taxi and Limousine Commission is making an exception for disabled riders--and the Wheels on Wheels app.
But with so few cabs designed for handicapped riders, even a swift hail by app can result in a wait of up to 30 minutes when cabs are occupied or many blocks away. NY Taxi and Limousine Commissioner David Yassky conceded it was a problem at a Friday press conference in Manhattan. “Two-hundred and thirty taxis is too few,” he said of the wheelchair-accessible cabs. “We’re going to have to put new cabs on the street.”
Early this year, the New York State legislature authorized the sale of 2,000 new wheelchair accessible cab medallions as part of a bill that would allow non-yellow cabs to take outer-borough street hails. That law is now tied up in the courts. Until the matter is resolved, the new medallions sit in limbo.
Wednesday, September 12, 2012
(New York, NY - WNYC) NY Metropolitan Transportation Authority Chairman Joe Lhota wants to either take away or reduce the bonus money from subway and bus riders who use pay-per-ride Metrocards. Right now, riders get a 7 percent bonus when they put $10 or more on a Metrocard. Lhota says he’ll propose cutting the bonus as part of the transit agency’s effort to raise the $450 million needed to balance its budget next year.
"The stated fare price is $2.25 cents, and the average revenue we receive per rider is $1.63," he said. "It shows the depth of our discount system that goes on, and I think we really need to have a discussion of, 'Do we need a discount that deep?'"
Lhota says he'll formally propose the change next month. If the NY MTA Board approves the plan, which would be subject to public hearings in November, the bonus could be gone by March. That's also when fare and toll hikes of about 7 percent are scheduled to kick in.
For every $10 a rider adds to a Metrocard, the card comes out with $10.70, which brings down the cost of a subway or bus ride from $2.25 per trip to $2.10.
Gene Russianoff of the Straphangers Campaign, a transit watchdog group, said he opposes the idea of cutting the bonus because they're designed to help those with lower incomes. "It's accessible to poor people," he said. "You don't have to have $104 in your pocket the way you do with a 30-day pass, or $29 a week with the seven-day pass."
It was not hard to find riders at the Spring Street stop of the C / E train who frowned on the proposal. A.T. Miller, a temp worker and photographer from Brooklyn, claimed the bonuses have helped him. "If I'm going to do a gig for somebody and I'm shooting somewhere else, I usually end up using two and three rides and that becomes very expensive," he said. "And that helps out with the little bonuses that they give us for buying a $10 Metrocard."
Lower East Side resident Jasmine Villanueva was more direct: "I think that sucks, 'cause I'm already broke."
NY MTA spokesman Adam Lisberg countered that there's only three ways to raise the $450 million needed by the authority next year:
- Raise the base fare in increments of a quarter. (Raising fares by nickels or dimes adds too much to the cost of collecting fares.)
- Raise weekly and monthly pass prices in dollar increments.
- Reduce or eliminate the bonus for buying multiple rides on a Metrocard.
“It's going to be some combination of those three,” he said, adding an assurance that cutting the bonus will not allow the authority to take in more than an additional $450 million next year.
Lhota unveiled the initiative on Wednesday in a Crain's New York Business talk in Midtown Manhattan. Talking to reporters afterward, he portrayed the bonus as an odd vestige of New York's retail culture.
"It's like this unique New York concept of, you buy 12 bagels, you get 13," he said. "I can't figure out when that started. But we had that same theory going on when you bought tokens. You buy 10, you got one free. So the thought was, if you buy $10, you gotta get something additional for it."
In fact, the NY MTA used a 20 percent bonus in the late 1990s to help entice riders to give up their brass tokens and switch to the then-novel concept of a Metrocard. Over time, the authority reduced that bonus to 15 percent and then the current 7 percent.
Subway ridership dipped after the last bonus reduction and fare hike in 2010--but then rose past previous levels. That's part of why MTA Chairman Joe Lhota doesn't seem worried about reducing the discount, or eliminating it all together.
"There are some people who are basically saying, 'Look, if you don't give the discount, they won't buy a ten dollar card, they'll buy it individually.' I don't buy that, I don't buy it at all," he said. "New Yorkers love convenience."
Pay-per-rides with discounts are the most popular type of fare cards, accounting for more than a third of all Metrocards sold, and more than monthly or weekly passes.
Monday, September 10, 2012
Some family members of the victims of the September 11 attacks are angry that The National September 11 Memorial Museum will not have its planned opening on Tuesday, the 11th anniversary of the attacks. Construction of the building has been halted since last December, when a multi-million dollar dispute broke out between the museum and the Port Authority, the site's owner.
Friday, August 24, 2012
A disgruntled former women's accessories designer shot a former colleague to death Friday and then was killed in a shootout with police near the Empire State Building that left nine others wounded, officials said.
The Latest: Alleged shooter showed no signs of distress this morning, super says • Some victims may have been hit by police bullets • "One of them shot me in the arm," victim says • Six of the nine bystanders shot have been released from the hospital
Thursday, August 23, 2012
For the best summary of this issue LISTEN to this short conversation with WNYC's Matthew Schuerman:
(New York, NY - WNYC) When news broke last night that a New York Supreme Court Justice had struck down a crucial transportation tax, the NY Metropolitan Transportation Authority issued a tart remark that included a promise to “vigorously appeal today’s ruling."
Then the authority's financial officers had overnight to contemplate the prospect of having a $1.8 billion hole blasted into their annual budget if the ruling is upheld.
That could not have produced sweet dreams. Instead, it prompted the authority to send forth a more robust denunciation of Justice R. Bruce Cozzens Jr.'s finding that the tax, collected from 12 counties in and around New York City served by the NY MTA, was levied in a way that violated the state constitution.
MTA head, Joe Lhota said, "the ruling is flawed as well as erroneous." He added the lawsuit also contests four other dedicated taxes, totaling $1.8 billion per year. "The payroll mobility tax drives the entire economy of New York. Without the MTA, New York would choke on traffic," he warned.
At issue is a "mobility tax" that collects 34 cents per hundred dollars of payroll from employers, excluding small businesses. The tax was created in 2009 to save the NY MTA from a budget crisis caused by the recession.
In addition to running the largest subway system in the U.S., the city buses, the MTA also manages regional commuter rail companies and the bridges used by them.
Late last year, Governor Cuomo reversed the tax for certain small businesses, promising to replace "every penny" with money from the state's general revenues.
Below is the MTA's most recent fighting words in full, followed by reactions from New York Governor Andrew Cuomo and Mayor Bloomberg.
MTA Statement on Payroll Mobility Tax ruling
The MTA strongly believes that yesterday’s ruling from Nassau Supreme Court is erroneous. We will vigorously appeal it and we expect it will be overturned, since four similar Supreme Court cases making the same argument were previously dismissed.
The Payroll Mobility Tax maintains a regional transportation system that moves more than 8.5 million people every day and drives the economy of New York City, Long Island, the northern suburbs and the entire state.
Removing more than $1.2 billion in revenue from the Payroll Mobility Tax, plus hundreds of millions of dollars more from other taxes affected by yesterday’s ruling, would be catastrophic for the MTA and for the economy of New York State.
The MTA is getting its fiscal house in order. We have cut more than $700 million from our annual operating budget and eliminated 3,500 jobs. We are on track for this year’s discretionary spending to actually be lower than last year’s.
Without the Payroll Mobility Tax or another stable and reliable source of funding, the MTA would be forced to implement a combination of extreme service cuts and fare hikes. The Payroll Mobility Tax remains in effect for now, and we expect that it will survive this legal challenge.
Governor Cuomo told reporters this morning that he didn't think there would be a disruption to the NY MTA's budget, adding, "I believe this ruling is wrong and will be reversed."
In a separate event, Mayor Bloomberg told reporters that one way to make up for the NY MTA's potential loss of revenue would be to enact a congestion pricing plan like the one he proposed for part of Manhattan in 2008, which was defeated by a vote in the state legislature. The mayor then continued with a bit of sarcasm, "I betcha the legislature thinks they have a better plan. My suggestion is you address your question to those people who think they have a better plan."
Wednesday, August 22, 2012
Steel plates covering a subway construction site failed to withstand the impact of a controlled blast that sent rocks flying into the street and damaged nearby buildings, the city's transit authority said Wednesday.
Wednesday, August 22, 2012
Rivers are transportation corridors, too. Hundreds of ships are in lined up waiting to pass through an 11-mile stretch of the Mississippi River that has been closed down by drought. (The Takeaway)
Why did my apartment window just shatter? If you live on the East Side in Manhattan, it could be because of a not-so-controlled explosion in the Second Avenue Subway. (The New York Times)
California readies to grant driver's licenses to young illegal immigrants. (The Sacramento Bee)
U.S. DOT spends $25 million on test to get cars, tucks and buses to "talk" to one another, share the road. (Daily News)
Chicago starts building its first Bus Rapid Transit line, eyes other routes. (WBEZ)
The National Transportation Safety Board says 21 school-age children die in crashes related to school transportation each year. That prompts a Democratic state Senate hopeful in Indiana to ask, why not require seat belts on school buses? (Evansville Courier & Press)
The Rhode Island Public Transit Authority has fired three managers after a "security systems breach," but won't say what happened. Is that supposed to be reassuring? (Providence Journal)
Two young women die, though investigators are not sure how, as freight train derails in Maryland. (The Washington Post)
The Obama administration is pushing for an Amtrak route change that would allow additional daily round trips between Portland and Seattle. (The Oregonian)
U.S. DOT deploys Glee cast member in video deploring the hazards of texting while driving.
From our Tumblr: What is this cryptic, hieroglyphic street sign in Oakland saying? (TN Tumblr)
Tuesday, August 21, 2012
(New York, NY - WNYC) It's a non-leading economic indicator: when the economy slides and unemployment rises, traffic in New York City declines. So make what you will of the fact that, after three years of slow but steady growth, car traffic volumes are just about back to their pre-recession level. That's according to the Sustainable Streets Index, a grab bag of traffic and transit data published annually by the New York City Department of Transportation.
The report also finds that drivers have many more bicyclists with whom they're sharing the road. Department data show bicycle commuting in New York was up 13% from 2009 to 2010, and 7% in 2011.Those numbers continue the trend of large annual jumps over the last ten years, as the city added 255 miles of bike lanes and other bike and pedestrian-friendly amenities like protected islands in the middle of wide boulevards.
Other tidbits: 10 percent of New York City residents primarily commute to work by walking, highest among the ten largest U.S. cities. Commuter cycling rose 289 percent from 2000 to 2011. The month with the most slow driving days in Manhattan is November, prime holiday shopping season.
For more transpo wonkery, including before and after photos of troublesome intersections made over with traffic calming measures, go here.
Tuesday, August 21, 2012
Their main job is to get us from here to there, but some highways are a marvel in their own right: The World's 15 Most Amazing Roads. (Weather Channel)
Transportation Secretary Ray LaHood says he's "very proud" of U.S. DOT's part in the Economic Recovery Act despite critics who say it didn't do enough to prevent unemployment, and cost $738,461 per job. (The Daily Caller)
Crackdown on Deliverymen Forces Hungry New Yorkers to Wait Longer for Food. (DNAInfo)
A tale of investment in dry times: how new water projects in Texas could help both rice farmers and highland lakes. (StateImpact)
Members of a major Pittsburgh-area transit agency voted 10-to-1 to ratify a new four-year contract aimed at heading off job cuts and service reductions. (Pittsburgh Post-Gazette)
The Sacramento City Council wants ideas for connecting an urban railyard with downtown and the riverfront. (The Sacramento Bee)
Ten workers at the NY Metropolitan Transportation Authority have been charged with falsifying subway signal inspections. (The Wall Street Journal)
A man in San Diego County's backcountry thought seniors and disabled folks needed better--and free--public transportation ... so he bought two buses. (Valley Center)
A New Jersey State Assemblywoman wants a law requiring dogs and cats to wear seat belts. This editorial disagrees. (NJ.com)
From our Tumblr: check out this Berlin beer bike. (TN Tumblr)
Tuesday, August 21, 2012
(New York, NY – WNYC) It's going to take at $5.4 billion to build a new Tappan Zee Bridge across the Hudson River north of New York City. Governor Andrew Cuomo gave the project a big push Monday by sending a letter to U.S. Secretary of Transportation, Ray LaHood, asking for a $2 billion loan. Cuomo inked the request in front of a small crowd at a marina in the riverside town of Piermont, NY, that he might flourish his pen with the old, and beleaguered, Tappan Zee Bridge in the background.
But the new funding plans include no guarantee that the new bridge will have any form of public transportation, aside from a bus lane.
"The Tappan Zee Bridge is a metaphor for dysfunction," Cuomo said before the signing. He claimed the first plans to replace the bridge were developed before the turn of the millennium, as the bridge neared 50 years old. "Think of all the hours in traffic people have been sitting on the bridge because that hasn't gotten done, how many wasted dollars patching that bridge," he said. "Think of all the pollution."
It took Cuomo many months to get to the moment. Key members of the The New York Metropolitan Transportation Council, whose approval was needed before the loan could be requested, balked at a plan for the bridge that included no provision for a mass transit operation beyond a bus: options such as rail, light rail or a Bus Rapid Transit system linking to transportation hubs on either side of the Hudson. Cuomo won the votes of those officials by agreeing to form a task force to examine the issue and come up with recommendations.
There is also the question about where the state will get the rest of the money to pay for the massive construction project. A Cuomo aide recently raised the possibility of raising the bridge's $5 toll to $14 when the new bridge opens. But after an outcry, the governor mounted a pro-bridge public relations plan, and then distanced himself from his own staffer's remarks. Cuomo is known for running a tightly controlled administration, where subordinates generally don't speak out of turn.
In the Piermont speech, Cuomo merely promised to "keep tolls affordable."
And what if, the press asked Cuomo, the federal government doesn't come through with the loan? "I'm an optimist," he said. "They're going to say, 'yes.'" When asked if tolls would be raised even higher if the loan didn't come through, Cuomo repeated, "They're going to say, 'yes.'" Then repeated it a few more times.
Friday, August 17, 2012
(New York, NY - WNYC) UPDATE: A source in the NY State Senate says this bill is now a state law. Here's a few of the law's main points:
Bus permit applications must include identification of the intercity bus company, buses to be used, and bus stop location(s) being requested; total number of buses and passengers expected to use each location; bus schedules; places where buses would park when not in use.
The city, prior to assigning an intercity bus stop, must consult with the local community board, including a 45 day notice and comment period.
Intercity bus permits would be for terms of up to three years; permits will cost up to $275 per vehicle annually; permits must be displayed on buses.
Intercity buses that load or unload passengers on city streets either without a permit or in violation of permit requirements or restrictions will face a fine of up to $1,000 for a first violation, up to $2,500 for repeat violations, and suspension or revocation of permit.
New York Governor Andrew Cuomo is expected to sign a bill into law on Friday that would restrict where long distance bus companies can pick up and drop off passengers in New York City.
The bill becomes law if Governor Cuomo doesn't veto it by Friday at midnight, and would take effect after 90 days.
Greyhound and Peter Pan, two of the large carriers, are betting Cuomo will sign the bill: they're already vying for prime spots in Chinatown. Both have scheduled meetings next month with the transportation committee of Community Board 3 in Manhattan, which includes Chinatown.
The new law would require input from community boards before the NY Metropolitan Transportation Authority could grant bus parking permits to a company. The permits would cost $275 per bus and be good for up to three years. Companies that operate curbside without a permit would risk a fine of $1,000 for a first violation and $2,500 for repeat violations.
As of now, bus companies can load and unload passengers at most legal parking spots in the city. Residents and officials in Chinatown, where many long distance bus companies do business, say that's causing crowding and pollution.
Greyhound operates discount carrier Bolt Bus. However, Greyhound spokesman Jen Biddinger said that if the company gets the new permits, they'd go not to Bolt Bus but "a totally new service operated by Greyhound." She declined to say how many spots the company is angling for. Greyhound currently offers curbside service at 34th & 8th at Penn Station.
Two accidents last year involving low cost bus lines killed 17 people. In May, the U.S. Department of Transportation shut down 26 "Chinatown" bus lines for safety violations.
State Senator Daniel Squadron alluded to those events when endorsing the current bill, "This first-ever permit system will bring oversight to the growing and important low-cost bus industry, helping to end the wild west atmosphere while allowing us to identify problems before they become tragedies," he said.
Wednesday, August 15, 2012
(New York, NY - WNYC) The two-part political rule for any toll increase is a) voters will hate it b) officials must jockey to shift the blame.
That dynamic began today with the release of a report by state comptroller Thomas DiNapoli questioning the need for a proposed 45 percent toll hike on commercial vehicles using the New York State Thruway. He blasted the authority for an operating budget that has ballooned by 36 percent over the past ten years, and urged the authority to save money by "consolidating functions" and handing off control of the money-losing Erie Canal.
“Imposing a large toll increase could have damaging effects on consumers and businesses at a time when many New Yorkers are struggling to recover from the recession,” DiNapoli said. “The Thruway should do more before relying on yet another toll hike to make ends meet.”
Governor Cuomo did not disagree. He echoed DiNapoli in saying tolls should be raised as "a last resort." But while taking questions from reporters in Albany, the governor raised the specter of "a real crisis" for the state if the thruway authority doesn't have the revenue it needs to "fix roads and build new bridges."
Then the finger-pointing began in earnest.
Thomas Madison, the Cuomo-appointed executive director of the thruway authority, fired off a statement blaming DiNapoli's lax oversight for contributing to the authority's dire financial straits. "The Comptroller, and his audits over the years, have actually contributed to past problems at the Thruway Authority by failing to report years of fiscal gimmicks and deferred expenses," Madison said.
Knowing the timeline is crucial to sorting out the argument. Madison took over the thruway authority last September; DiNapoli has been comptroller since early 2007. Madison was essentially blaming prior administrations at the authority for taking out burdensome loans that are now coming due--and DiNapoli for not calling them on it.
Then Madison defended a toll hike this year, at least in theory:
“The fact remains that tolls for large trucks on the Thruway – mostly long distance haulers – are 50 to 85 percent less in New York than in comparable states like New Jersey and Pennsylvania. And each of these trucks creates thousands of times more damage to roads and bridges than a passenger car. Heavy trucks, not passenger vehicles, should bear these added costs, so that tolls can be kept as low as possible for all motorists.”
When reporters asked Cuomo whether the thruway authority should take DiNapoli's suggestion and have the authority give up oversight of the corporation that oversees the the occasionally scandal-plagued Erie Canal, Cuomo dodged the question. "The canal is a great asset to the state," Cuomo said. "I don't think there's anyone who says that we should close down the Erie Canal. It's part of our legacy, it's part of our history, it's important for tourism."
Of course DiNapoli wasn't questioning the canal's importance, only that its operation had cost the authority more than $1 billion over the past two decades--and that the state would be better served to pay the canal's bills with revenue not collected from toll-paying drivers. Cuomo did concede that the canal was hurting the authority's bottom line: "It is not a money-maker at this point," he said.
The first of several public hearings on the toll hikes is scheduled for tomorrow in Buffalo. If passed, the hike would be the fifth increase since 2005.
Thursday, August 09, 2012
Wednesday, August 08, 2012
(New York, NY - WNYC) Relish the wisdom of the crowd. Many of you have weighed in with your knowledge of New York Penn Station at the bottom of our previous post with additional strategies for navigating the nation's busiest train terminal.
We invited you to contribute to the list of minor amenities that New Jersey Public Radio managing editor Nancy Solomon and I came up with as we walked the overburdened transit hub and searched for coping strategies for the 600,000 travelers who squeeze through it every weekday.
A few readers said there are more water fountains than the one we found behind a pillar in the Amtrak Acela waiting room. George Gauthier wrote, "There are three other water fountains in the station, two in the waiting room for New Jersey Transit, next to the rest rooms. Another at the east end of the Long Island Rail Road station behind the police booth."
And after I described a filigreed entryway near the Long Island Rail Road waiting area as "the one thing commuters can see from the lost age of Penn Station," several of you brought up a wide staircase with thick brass handrails that riders still use to reach tracks 1-6. Eric Marcus said the staircase is another survivor from the original Beaux Arts beauty that opened in 1910. He added: "In some places you’ll see the old glass block floors in their cast iron frames above you. They’ve been covered over by terrazzo, so light no longer penetrates."
Marcus goes on to claim, intriguingly, that Amtrak has been collecting fragments of the original Penn Station from people who've saved them, with the aim of bringing these vestigial elements to a new station Amtrak is building across Eighth Avenue in the Farley Post Office. (See renderings of Moynihan Station here.) We've asked Amtrak whether that's true, and await their reply.
Which raises the question: how did regular people save bits of old Penn Station?
Some time later, a chunk of stone weighing "a few pounds" arrived in the mail. Surely young Hochman cherished it as a talisman from a more graceful age, and he will now be donating it to Amtrak. "Sadly," he writes, "I've lost track of the piece itself." He then rhetorically smacks his forehead while quoting Bugs Bunny, "What a maroon I am!"
(This excellent article describes even more slivers of the old Penn Station embedded in the new.)
Of course there were plenty of laments. To delve into the history of Penn Station is to realize its demolition remains an open wound in the psyche of New York. Commenter "Jorge" quoted Yale professor of architecture Vincent Scully's great line about the effect of removing passengers from the station's once-palatial precincts to an underground warren devoid of natural light:
“One entered the city like a god. One scuttles in now like a rat.”
Reader Paul de Silva, an architect, added this critique: "The worst part of Penn is the track platforms. Much of the power of a well designed train station anywhere in the world is an open view of the platforms, as per original Penn."
Others added detail to a shortcut described by Nancy Solomon in the radio version of the story, which you can hear by clicking the audio player at the top of the post.
And several people wondered why the railroads that use Penn Station wait so long before posting the track number of a departing train. That's because the station handles close to the same number of trains as Grand Central Terminal on half as many tracks. Result: dispatchers don't know a train's track number until 10 to 12 minutes before it leaves, as opposed to the 25 minutes' notice that passengers enjoy at Grand Central Terminal. The shorter notice at Penn Station means people pile up under the information boards, blocking the flow of the hordes through the too-small halls.
Despite all, reader "Andrea" complimented Amtrak for playing classical music in its waiting area. She says her dream job is "to be the DJ for Penn Station!"
MAP/VIDEO: How To Survive, And Occasionally Thrive, In New York Penn Station, The Continent's Busiest Train Hub
Tuesday, August 07, 2012
(New York, NY - WNYC) New York's Penn Station is rail hub as ant colony: tight-cornered, winding and grimly subterranean. Like ants, 600,000 passengers per weekday course through it, pausing only to stare at an overhead information board until their departure track is revealed and then, toward that specified bowel, they descend.
Even the transit executives who run the place understand that it needs a makeover: they've hired Los Angeles construction firm Aecom to draft a renovation plan, expected by the end of the year, called "Penn Station Vision." There's talk of moving back walls, upgrading signs and improving the lighting. But that won't happen until Amtrak decamps across Eighth Avenue into a new space at the Farley Post Office, which is at least four years away.
In the meantime, what can a traveler do to make her time in Penn Station more bearable? [VIDEO BELOW]
That's the question I set out to answer with Nancy Solomon, an editor at WNYC who's been commuting from New Jersey to the West Side of Manhattan through Penn Station for more than ten years. Our tour of the station on a sweltering summer afternoon revealed a bi-level, nine-acre public space that, in some places, barely functions. "The station is doing what it was never, ever designed to do, which is accommodate more than a half-million commuters," says Ben Cornelius, a former Amtrak worker and TN reader who toiled in Penn Station for six years. "It was designed to be a long-haul, long-distance train station, not a commuter barn."
Yet, Nancy and I turned up a handful of grace notes: a hidden water fountain, a sanitary restroom, decent sushi. And to our surprise, we stumbled upon a large, and largely overlooked, piece of the original Penn Station.
More than most municipal facilities, Penn Station is haunted by the ghost of its earlier incarnation--a Beaux Arts masterpiece by legendary architects McKim, Mead and White.
That station rose in 1910 and fell, against a howl of protest, in 1963. Its dismantled columns, windows and marble walls suffered the same fate as a talkative two-bit mobster: they were dumped in a swamp in New Jersey. On the levelled site rose Madison Square Garden and a nondescript office tower; station operations were shunted to the basement, where they remain. Here's one way to navigate it:
Penn Station users: What do you do to make it more bearable? Where do you eat, rest, go looking for shortcuts? We want to know!