Wednesday, January 29, 2014
Under the Bloomberg administration, the number of "co-located schools"—multiple schools in a single building—has doubled in New York City. Radio Rookies Leslie Batista and Kiala Donald attend one of these schools, which shares building space with five others. Each school operates on a different floor and draws upon students from many different neighborhoods. Sometimes there's tension between students from different schools once the final bell rings. Microphones in hand, Leslie and Kiala took to the hallways to find out more. (Watch it here)
Wednesday, October 09, 2013
The Brian Lehrer Show's election series 30 Issues in 30 Days continues this week with a series of conversations about a variety of topics. See the full 30 Issues schedule and archive here.
Wednesday, July 17, 2013
Monday, July 01, 2013
Alicia first turned to writing music after her beloved grandfather died suddenly four years ago. She’s fortunate enough to attend a high school with a music writing program, Beat Rhymers, so last year when her mother was shot in the leg and her uncle was killed in a car accident she found release in her beats and lyrics. Alicia wonders if other kids struggling with loss and violence use the arts to “get it out.”
Saturday, June 22, 2013
Broadcast times: Saturday at 6am on 93.9FM, 2pm on AM820. Sunday at 7am and 8pm on AM820.
Every day in America, more than 7,000 students drop out of school. In a State of the Re:Union first, this episode combines radio drama and documentary to explore America’s dropout epidemic through the intimate story of one man’s attempt to make a difference in the lives of a group of high-risk kids. Based on the celebrated off-broadway show by SOTRU host Al Letson, this episode chronicles Letson’s journey teaching at a summer camp at the Sanctuary on 8th Street, a community center in an economically challenged neighborhood of Jacksonville, Florida.
Saturday, June 15, 2013
Broadcast times: Saturday at 6am on 93.9FM, 2pm on AM820. Sunday at 7am and 8pm on AM820.
In this American Graduate special, State of the Re:Union takes a closer look at school, community, and the drop out crisis in this country. With reporting from both urban and rural schools, and interviews with education experts, SOTRU goes “ back to the basics”, looking at strategies that get to the heart of what makes students want to learn.
Thursday, June 13, 2013
By Martin DiCaro : WAMU
After years of study, D.C.'s transportation department implemented traffic calming measures on one stretch of road. But following complaints by a council member, the city reversed direction and returned the road to its old condition, angering residents who say the city bowed to political pressure.
Wednesday, June 05, 2013
Journalist Farai Chideya shares her beginnings and motivation to succeed in the news industry. Click here to watch the video interview.
You can join the conversation by sharing your comments about the interview or by letting us know who you would like us to interview next and why, as we strive to reflect the diverse voices found within the New York City and tri-state area.
Friday, May 17, 2013
By Martin DiCaro : WAMU
WAMU - Washington —
Bike lanes in Washington, D.C. vary from the simple—narrow lanes marked by thin, white lines squeezed between vehicular travel lanes and parked cars—to the advanced: protected cycle tracks lying between parked cars on one side and the sidewalk on the other.
Thursday, April 25, 2013
There's a push to make this Saturday "Neighbor Day." The campaign started here in the US and began long before the Boston bombings. But perhaps now “Neighbor Day” demands closer attention? All this week, we're asking for and sharing stories about your neighbors.
Thursday, April 18, 2013
We follow up on a theme that emerged during our special with WBEZ on gun violence in New York and Chicago. How much does it matter that police live in or be familiar with the neighborhoods they police? Should cops be required to live in their beat neighborhoods? Cops and residents alike, call 212-433-9692, or post your comment here.
Wednesday, April 10, 2013
By Martin DiCaro : WAMU
Preliminary repair work is underway at Maryland' s Silver Spring Transit Center, but officials still can't say when it will actually open.
The construction and design teams have agreed for now to pay for the necessary repairs to fix the structural problems at the Silver Spring Transit Center that were detailed in a scathing county report.
David Dise, director of general services for Montgomery County, says some repair work is already underway but that the major remediation work won't take place until late summer.
"Foulger Pratt was directed on Friday to begin the replacement of the faulty pour strips on the mid-level of the transit center," Dise says. "Parsons Brinkerhoff, the engineer of record, is beginning the design of the other remediation work that has to be done, the columns, the beams, and the topping slabs on the two levels."
That's just the beginning. Those repairs will take months to complete, so Dise can't say when the facility, already two years behind schedule, will open.
"Much of that will depend upon the final remediation plan being developed by Parsons Brinkerhoff and the subsequent schedule developed by Foulger Pratt after they receive the design," Dise says.
So the county, as of now, will not have to pump any more money into finishing the facility.
"The contractors that have performed the work that is in error must bear the cost of its repair," Dise says.
So it appears the county and the contractors have reached a resolution that will avoid costly, time consuming litigation, at least for the time being. The contractors may fight the county in court after the work is done to recover their expenses.
Thursday, April 04, 2013
By Jim O'Grady
(New York, NY - WNYC) Build higher. That's what the federal government is saying to the owners of structures badly damaged by Sandy. Northeast flood zones now have tougher re-building requirements that apply across the board: to houses, businesses and government infrastructure.
Housing Secretary Shaun Donovan and Transportation Secretary Ray LaHood stood in front of an Amtrak electrical station in a New Jersey swamp to make their point: any structure more than half destroyed by Sandy that is being rebuilt with federal funds, must be lifted higher than before. The new standards require a building owner to consult an updated FEMA flood map, find the new recommended height for his structure and then lift it a foot above that.
LaHood explained why: "So that people don't have to go through the same heartache and headache and backache that it's taken to rebuild."
LaHood says the Amtrak electrical plant, which was knocked out by Sandy, will be lifted several feet at a cost of $25 million. A statement from the Hurricane Sandy Rebuilding Task Force has details on the new standards:
WASHINGTON – Today, the Hurricane Sandy Rebuilding Task Force announced that all Sandy-related rebuilding projects funded by the supplemental spending bill must meet a single uniform flood risk reduction standard. The standard, which is informed by the best science and best practices including assessments taken following Hurricane Sandy and brings the federal standard into alignment with many state and local standards already in place, takes into account the increased risk the region is facing from extreme weather events, sea level rise and other impacts of climate change and applies to the rebuilding of structures that were substantially damaged and will be repaired or rebuilt with federal funding. As a result, the new standard will require residential, commercial, or infrastructure projects that are applying for federal dollars to account for increased flood risk resulting from a variety of factors by elevating or otherwise flood-proofing to one foot above the elevation recommended by the most recent available federal flood guidance.
This is the same standard that many communities in the region, including the entire state of New Jersey, have already adopted – meaning federally funded rebuilding projects in the impacted region often already must comply with this standard. In fact, some communities require rebuilding higher than this minimum standard and if they do so, that stricter standard would supersede this standard as the minimum requirement.
“Communities across the region are taking steps to address the risks posed by climate change and the Federal Government needs to be a partner in that effort by setting a single clear standard for how federal funds will be used in rebuilding,” said Housing and Urban Development Secretary Shaun Donovan, who also chairs the Hurricane Sandy Rebuilding Task Force. “Providing this guaranteed minimum level of protection will help us safeguard our investment and, more importantly, will help communities ensure they are better able to withstand future storms.”
“President Obama has called on us to invest in our nation’s infrastructure—and that includes ensuring that our transit systems, roads, rails and bridges are built to last,” said Transportation Secretary LaHood, who joined Secretary Donovan in making the announcement in New Jersey today. “The flood risk reduction standard is a common sense guideline that will save money over the long-term and ensure that our transportation systems are more resilient for the future.”
Today’s announcement does not retroactively affect federal aid that has previously been given to property owners and communities in the Sandy-impacted areas. It also does not impact insurance rates under the National Flood Insurance Program, which is administered by the Federal Emergency Management Agency. Moving forward the federal standard applies to substantial rebuilding projects (i.e. when damage exceeds 50 percent of the value of the structure) that will rely on federal funding.
The specific steps that these types of structures will need to take include:
- Elevating – the standard would require structures to elevate their bottom floor one foot higher than the most recent flood risk guidance provided by FEMA; and/or
- Flood-proofing – in situations where elevation is not possible, the standard will require structures to prepare for flooding a foot higher than the most recent flood risk guidance provided by FEMA – for example, by relocating or sealing boilers or other utilities located below the standard elevation
These additional steps are intended to protect communities from future risk and to protect taxpayer investments over the long term.
The programs which received funding in the supplemental bill and will be impacted by this standard include:
- HUD: Community Development Block Grant Disaster Recovery program
- HHS: Construction and reconstruction projects funded by Social Services Block Grants and Head Start
- FEMA: Hazard Mitigation Grant Program and the Public Assistance Program
- EPA: The State Revolving Fund (SRF) programs
- DOT: Federal Transit Administration's Emergency Relief Program, as well as some Federal Railroad Administration and Federal Highway Administration projects
Monday, April 01, 2013
(Derek Wang, Seattle, Wash. -- KUOW -- Audio) It’s 3:00 p.m. on a recent workday in Seattle and Buddy Yates sets off on the first leg of his long commute home. He and his guide dog, Palmer, step through the fast-food containers that litter the street on the way to Rainier Avenue South where he will catch his first bus.
“No sniff, no sniff,” says Yates, pulling back repeatedly on his dog’s harness. Even for a guide dog, those containers are hard to resist. It’s only one of the many hurdles Yates, 61, will face over the next two hours.
Five buses and three trains. Every day. That’s the basic commute he’s done for nearly a decade to get to his job at The Lighthouse for the Blind Inc., where he makes canteens and other equipment for the military. He likes to get there by 6:30 a.m. so he has time to settle in and take care of Palmer before his shift begins. To do that, he has to leave his Tacoma, Wash. home at 3:00 a.m.
Like thousands of other residents of Pierce and King counties, Yates depends on a transit system that’s been turned sideways by the recession. More changes are on the way. As Pierce Transit prepares for its third round of reductions since 2009 and as King County Metro Transit warns of cutbacks next year, Yates is worried that he and his wife may have fewer transportation options. That could affect everything from where they work to where they live. Yates says he wishes he could work closer to home but he hasn’t been able to find a job. “A lot of places won’t hire blind people,” he says. “They think we’re too stupid because we can’t see.”
Fallout From The Recession
Pierce Transit has been slammed by the recession. Most of the agency's operating revenue — 71 percent — comes from sales tax. Since 2007, sales tax revenue for Pierce Transit has plummeted by about 25 percent. To cope with the shortfall the agency has raised fares, delayed capital improvements and laid off workers, cutting about a third of its managers. The agency has asked voters to raise the local sales tax, but the ballot measures have failed twice. Pierce Transit made service cuts in 2009 and 2011, and plans to do so again on September 29. After this next round of reductions, Pierce Transit will have cut about half of the service that it offered before the recession.
The cuts will affect a ridership that's already disadvantaged. About 56 percent of Pierce Transit riders make $20,000 a year or less. Agency spokesman Justin Leighton said they’ve heard complaints from riders who say they’ve lost work because of the cuts. “That’s a challenge for our workforce,” he said, “especially for those who work in the restaurant industry or in retail, who often work evening or weekend hours. It’s a struggle for them and we recognize that.”
The Commute As Community
For Yates, the commute is a big part of his social life. As he waits for the train at the Sounder commuter platform a man in Carhartt pants and a bright orange vest approaches. Before the man says anything, Yates calls out, "Hey Matt," and they make small talk. On the train, as people familiar to Yates board, he says hello to them before they even sit down. Yates can identify them from the sounds of their footsteps. “It’s like fingerprints,” he says. “Everyone sounds different.” Over time, he has cultivated a core group of friends on the buses and trains. For Yates the camaraderie is the best part of his daily journey. “We have our own little community,” he says. “We talk about pregnancy, politics, God, sex, everything.”
Sometimes there are headaches. Yates doesn’t like taking the Sound Transit express bus. Unlike the commuter train, the express bus does not have a lot of space if you’re traveling with a fully grown Labrador guide dog. Yates usually sits in the disabled seat and puts Palmer on the chair next to him so the dog won’t block the aisle. But’s that’s led to a few confrontations from passengers who want Palmer’s seat. “I had some guy, 6-foot-5, he pushed his way in; pushed me. He wanted to spread out,” he says. “I said, ‘Well I’m getting off at the next stop,’ because he’s bigger than I am; he was being a jerk.”
More Transit Cuts
Dealing with difficult passengers isn’t nearly as much of a concern, though, as looming cuts by King County Metro. The nation’s tenth-largest bus agency is slightly less dependent on sales taxes than Pierce Transit, but it still receives the majority of its budget from the sales tax; about 54 percent this year. Metro has also maxed out its credit card; it has reached the state-imposed limit on how much sales tax it can collect and needs other options. It has additional funding tools; namely, a $20 vehicle license fee. But that authority expires next year, and Metro is also bracing for a drop in funding from the Washington State Department of Transportation’s viaduct replacement project.
Other transit agencies are also feeling the pinch. Community Transit in Snohomish County has already made cuts. Since 2010, it has cut about 37 percent of its service, including completely stopping the buses on Sundays. Sound Transit has had to scale back its expansion plans that voters approved in 2008 and will not be able to deliver everything it promised. Clallam Transit might also make cuts; General Manager Terry Weed said they’ve asked the federal government for increased assistance. If that doesn’t pan out, they’ll have to reduce service or ask voters to raise sales taxes.
Local officials around the state are asking the Legislature for new funding options. They’re requesting a share of the proposed gas tax increase and a new motor vehicle excise tax, which is based on the value of your car. But it's unclear if lawmakers will take up the request. Both ideas are unpopular with voters, according to a recent Elway Poll.
The End Of The Journey
Two hours after he first left Seattle, Yates and Palmer finally reach home. Yates gets his mail, greets his wife and changes clothes. Palmer hurries over to his water bowl; Yates’ wife gives the dog a few carrots as a pre-dinner snack.
Sitting back in his living room, Yates reflects on why voters rejected the sales tax increase that would have prevented the upcoming bus cuts. He says voters probably didn’t think about the consequences. “Who’s going to take your elderly mother and father to the doctor? Who’s going to take your elderly mother and father to the grocery store?” He says, "They’re going to have to come up with another tax to support them that’s probably going to be worse.”
Friday, March 29, 2013
These photos are beautiful. They're also sad, and hopeful, and quaint.
In the 1970s the EPA commissioned photographers to roam the country and document daily life in places like coal mines, riverbanks, cities, and even an early clean tech conference in a motel parking lot. The images were meant to be a baseline to measure change in the years to come, but there was no funding to go back to the original places.
The Documerica project photos are up on Flickr now (hat tip to FastCoExist for posting some of these gems). It's an overwhelming album of nostalgia for everyday life, but also, devastatingly depressing to see how dirty and toxic so many inhabited places could be in the 1970s ... and how little has changed in some places today.
What makes the project so powerful though, is how beautiful the photography is, even of the mundane moments, or tragic scenarios like kids playing in a river next to a power plant.
Strum through the albums yourself and share your favorites with us on our Facebook page and we'll add more pics to this post later on.
In the albums, there are also early editions of clean technology, like Frank Lodge's photos from the first First Symposium on Low Pollution Power Systems held at what seems to be a motel parking lot.
Thursday, March 28, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) On colorful maps spread out over long tables the planned path of the Purple Line, a 16-mile light rail extension to the D.C. area Metro system, was shown to residents and business owners at a ‘neighborhood work group’ meeting Wednesday night. But the maps reveal, progress to some, means bankruptcy fears to others.
While the maps conjure images of what might be if the $2.2 billion rail system supported by transit advocates and real estate developers ever gets built, to some the plans are the harbinger of personal hardship.
“I’m not happy at all,” said Dario Orellana, the owner of a Tex-Mex restaurant in busy Silver Spring. “We’ve been there for 14 years and moving is going to be really hard on us.”
Orellana is one of about a dozen businesses on 16th Street that would be displaced by the Purple Line’s proposed route through Silver Spring, Maryland. Officials from the Maryland Transit Administration (MTA) explained that the planned right-of-way will also absorb part of business-friendly Bonifant Street, making it a one-way street with parallel parking on one side.
“We have to take up a good part of the street, roughly 25 to 30 feet of it, for the Purple Line to come along here,” said Michael Madden, the MTA’s Purple Line project manager. “We work very hard to minimize those impacts.”
Orellana’s lawyer said no matter how much money the state provides his client in compensation for moving his restaurant, he and other entrepreneurs displaced by the Purple Line will struggle to attract the same clientele to new locations.
“I am looking at the map right now and a number of these businesses will probably have to go somewhere. They are right there in the way of the line,” said attorney Dmitri Chernov.
No one will have to move their businesses anywhere if state lawmakers currently in session in Annapolis fail to approve additional funding to replenish Maryland’s transportation trust fund.
“This is the make or break year, so we know that we need additional revenue, the state needs additional revenue in the trust fund to actual build the Purple Line,” said Madden. “So far we are optimistic, based on the discussions going on, that will happen.”
Madden said the MTA is also preparing to negotiate a permanent federal funding agreement because the Purple Line has been accepted into the Federal Transit Administration’s New Starts program.
“We have planned and designed the project so that it meets all the federal requirements,” Madden said.
A federal grant would provide matching dollars splitting the bill with the state on a 50/50 basis each year of construction, which Madden hopes will begin in 2015 and wrap up in 2020.
“We would not start the project until we know we would have the assurance of sufficient funding to complete the project,” he said.
The Purple Line may be years from carrying its first passengers but the state is close to completing both its preliminary engineering and environmental impact statement, which are due this fall.
The 16-mile light rail system would be powered by overhead cables between Bethesda in Montgomery County to New Carrollton in Prince George’s County, connecting to WMATA’s Red Line’s east and west branches and crossing over Connecticut Avenue. Rider estimates are 74,000 per day by 2040, Madden said.
Some residents at Wednesday night’s meeting – after taking in the MTA’s pretty topographical maps – focused on what they viewed will be the Purple Line’s negative effects on downtown Silver Spring.
“It’s going to take away parking on one side of the street and on Saturdays and Sundays around here on Bonifant Street everything is packed solid,” said Bob Colvin, the president of a local civic association.
Colvin was not impressed with the rail system’s potential to reduce car dependency, thus mitigating the loss of road. “I think people are still going to drive. They are going to come from afar and I’m sure this Purple Line is not going to cover all venues from wherever these people come from.”
Follow Martin Di Caro on Twitter @MartinDiCaro
Tuesday, March 26, 2013
That friendly tuxedo clad road inspector is singing a message of municipal upkeep. Imagine some of these choice lyrics set to Frank Sinatra's My Way:
"As now potholes appear / and if you fall, then you'll be hurting / don't worry friends, help is here / we'll take your calls, you can be certain."
"At work our days are full / inspecting all our paths and byways / and more, much more than this, at work in hiiiiighways."
"We lay each tarmac course, / not when it's wet, but on a dry day / and more, much more than this, at work in hiiighways."
Watch the full video for four minutes of robust crooning in the service of pothole patching courtesy of the Worcestershire County Council, U.K.
Tuesday, March 26, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) While the District of Columbia grapples with proposed changes to its parking and zoning policies, last updated in 1958, nearby Arlington County, Virginia seems to have triumphed in its effort to minimize traffic congestion. Commuters are shifting from cars to transit and bikes.
What's more, traffic volume has decreased on several major arterial roads in the county over the last two decades despite significant job and population growth, according to data compiled by researchers at Mobility Lab, a project of Arlington County Commuter Services.
Multifaceted effort to curb car-dependence
Researchers and transportation officials credit three initiatives for making the county less car-dependent: offering multiple alternatives to the automobile in the form of rail, bus, bicycling, and walking; following smart land use policies that encourage densely built, mixed-use development; and relentlessly marketing those transportation alternatives through programs that include five ‘commuter stores’ throughout the county where transit tickets, bus maps, and other information are available.
“Those three combined have brought down the percentage of people driving alone and increased the amount of transit and carpooling,” said Howard Jennings, Mobility Lab’s director of research and development.
Jennings’ research team estimates alternatives to driving alone take nearly 45,000 car trips off the county’s roads every weekday. Among those shifting modes from the automobile, 69 percent use transit, 14 percent carpool, 10 percent walk, four percent telework and three percent bike.
“Reducing traffic on key routes does make it easier for those who really need to drive. Not everybody can take an alternative,” Jennings said.
Arlington’s success in reducing car dependency is more remarkable considering it has happened as the region’s population and employment base has grown.
Since 1996 Arlington has added more than 6 million square feet of office space, a million square feet of retail, nearly 11,000 housing units and 1,100 hotel rooms in the Rosslyn-Ballston Metro corridor. Yet traffic counts have dropped major roads: on Lee Highway (-10%), Washington Boulevard (-14%), Clarendon Boulevard (-6%), Wilson Boulevard (-25%), and Glebe Road (-6%), according to county figures. Traffic counts have increased on Arlington Boulevard (11%) and George Mason Drive (14%).
“Arlington zoning hasn’t changed a great deal over the last 15 years or so. It’s been much more of a result of the services and the programs and the transportation options than it has been the zoning,” said Jennings.
Arlington serving as a regional model
Across the Potomac, the D.C. Office of Planning is considering the controversial proposal of eliminating mandatory parking space minimums in new development in transit-rich corridors and in downtown Washington to reduce traffic congestion. In Arlington, transportation officials say parking minimums have not been a focus.
“When developers come to Arlington we are finding they are building the right amount of parking,” said Chris Hamilton, the bureau chief at Arlington County Commuter Services. “Developers know they need a certain amount of parking for their tenants, but they don’t want to build too much because that’s a waste.”
Hamilton says parking is available at relatively cheap rates in the Rosslyn-Ballston Metro corridor because demand for spots has been held down by a shift to transit.
“In Arlington there are these great options. People can get here by bus, by rail, by Capital Bikeshare, and walking, and most people do that. That’s why Arlington is doing so well,” Hamilton said.
Hamilton credited a partnership with the county’s 700 employers for keeping their workers, 80 percent of whom live outside the county, from driving to work by themselves.
“Arlington Transportation Partners gives every one of those employers assistance in setting up commute benefit programs, parking programs, carpool programs, and bike incentives. Sixty-five percent of those 700 employers provide a transit benefit. That’s the highest in the region,” Hamilton said.
“There’s been a compact with the citizens since the 1960s and when Metro came to Arlington that when all the high-density development would occur in the rail corridors, we would protect the single family neighborhoods that hugged the rail corridors,” he added.
Monday, March 25, 2013
By Tom Lisi
Homes close to good transit options made for better real estate investments during the recession, according to a new study from the American Public Transportation Association.
APTA looked at housing market data from Phoenix, Boston, San Francisco, Minneapolis-St. Paul, and Chicago from 2006 to 2011, and compared homes close to transit with homes for the metro region overall. The study found residential property values located near transit performed 41 percent better. Heavy rail, bus rapid transit, and light rail, with more frequent service and transfer options, helped real estate prices even more than commuter rail more typically found in suburbs, according to the study.
Areas with no transit options fared the worst in terms of home value.
Residents close to transit sheds -- areas that are a half-mile away from a transit stop or closer -- also had better access to jobs and incurred less transportation costs. In Chicago, residents close to the city's transit system spent $300 less on transportation per month than the regional average.
Transit is not the sole factor of course, but allowing residents wider access to local amenities has made it a real estate catalyst. Alex Boylan, a Minneapolis-based realtor, says he's noticed that properties close to the light rail or major bus routes don't stay on the market as long. "Now more people are more about community, wanting to live closer to work, and using the transportation that's provided around them," he said. In Minneapolis-St. Paul, the study showed that home prices fell everywhere from 2006 to 2011, but homes next to the Hiawatha light rail line better maintained their values by 62 percent when compared to the entire Twin Cities.
Areas with accessible transit tend to have more nearby amenities, and therefore better walkability scores, something Boylan says homebuyers have been paying much closer attention to in the last few years.
Related: What Makes A City Walkable
The years covered in the APTA study were bad years for the housing market, but now that the market's improving, Darnell Grisby, APTA director of policy and research, says the desire for a city lifestyle will only continue to grow. “The millennial generation that seeks more transit-oriented lifestyles and empty nesters that will be seeking to downsize their homes while living near amenities will ensure that this trend continues,” he says.
The study showed that The Loop in Chicago performed more than 75 percent better than the region as a whole, where retirees and young professionals are fueling one of the most dramatic downtown housing booms in the country -- though the 2010 Census showed that middle class families were still flocking to the city's suburbs.
The study corresponds with other cultural shifts. Other data shows millennials are less car-centric than their parents. A recent Zipcar survey said Americans in the 18-34 age group consider their computers and mobile phones more important in their daily lives than cars, and fewer young people are trying to get driver’s licenses.
"People are voting with their feet," says Sara Wiskerchen, a spokesperson for the National Association of Realtors, a group that partnered with APTA for the study. The real estate industry group has become a booster for transit-oriented development. Wiskerchen says NAR plans to take the study to Congress to push for more public transportation and smart growth initiatives in American cities. "Consumers are looking for, and choosing, neighborhoods that they're able to find more walkable features, that have lower transportation costs, and really just looking at communities in a smart way," says Wiskerchen.
Friday, March 22, 2013
The case stems from two train enthusiasts, Ernest Steve Barry and Michael Burkhart, who were arrested while photographing subway cars at a Queens station in 2010. Both men were cited for taking pictures. Barry received an additional summons when he gave an officer his full name but did not produce a photo ID.
The charges were later dismissed. Photography in the transit system is already legal, providing the equipment used is not excessive. The men filed a civil suit challenging the ID rule in 2011.
The judge held that the ID rule as written was unconstitutionally vague, lacking guidance for either the public or law enforcement as to what was meant by ID.
A spokesman for the MTA declined to comment.