Jim O'Grady appears in the following:
Wednesday, November 07, 2012
Thursday, October 25, 2012
(New York, NY - WNYC) Joe Lhota, chairman of the NY Metropolitan Transportation Authority, was a guest on The Brian Lehrer Show Thursday, where he predictably resisted prompts to choose between two proposed flavors of subway and bus fare hikes: raising the base fare or the cost of unlimited cards.
"Reporters all want me to say what I want to do one way or the other," he said. "Here's what I want to do: I want to listen to the public." Eight public hearings on the fare and toll hikes will begin on November 7 in Long Island. Lhota said he'll participate in some of the hearings "until the wee hours of the morning," if necessary, to make sure every question has been answered.
(Go here for dates, times and directions to the hearings.)
Less predictably, Lhota held up President Ronald Reagan as an object lesson for Congressional Republicans who would cut mass transit funding. "We cannot be a car-only society," Lhota said, claiming that Reagan, too, "had that vision."
He then praised Reagan for dedicating six cents from an increase to the federal gas tax to mass transit.
"When I go to Washington and I talk to the folks in the majority in the House--and I have to deal with all of the Republicans, as well as the young Republicans who are part of The Tea Party movement--I'm constantly reminding them that the best and biggest supporter of mass transit in the 20th Century was Ronald Reagan," Lhota said.
Lhota also talked about Hurricane Sandy, which is expected to hit New York City on Monday. He said he'd already taken two conference calls to discuss preparations like "sandbags and getting buses to higher ground." But he didn't think he would have to shut down New York's subway and bus system, an unprecedented move that the authority took last year in advance of Hurricane Irene.
Listen to the entire interview:
Wednesday, October 24, 2012
"New technology is inherently risky," says the MTA's Craig Stewart in the testimony at a New York City Council hearing. "But public agencies such as ours are inherently risk-averse."
The NY Metropolitan Transportation Authority has installed subway countdown clocks at 156 stations on the numbered lines. They're popular, and riders want more. But the lettered lines have an outmoded signal system that can't relay the location of a moving train to a clock.
The exception is the L train, which got countdown clocks at all 24 of its stations during an overhaul of its signals that began in 2007. Throughout the subway, over 200 stations now provide some type of next-train arrival information.
The lettered lines have about double the number of stations and miles of track as do the numbered lines. An authority spokesman says fitting out the lettered lines with countdown clocks would cost $400 million and take 20 years.
In the meantime, the NY MTA is working on stopgap measures, like improving the public address system at 87 stations on the lettered lines so announcers can tell riders that their train is two or three stops away. The announcers will be working off dispatch and scheduling information, which is less reliable than knowing the location of a train. That's why the announcements won't tell passengers how many minutes until the arrival of their train, as do the countdown clocks.
Friday, October 19, 2012
(New York, NY - WNYC) - An analysis by the federal Department of Homeland Security shows that corrective action was taken for only 42% of the security breaches recorded at Newark Liberty International Airport between January 2010 and May 2011. That's the lowest grade of six major airports analyzed for the report, which blacked out the names of the other airports examined.
The breaches included a man gaining access to the "sterile," or most secure, area of a terminal, which shut down operations for six hours. In another incident, a dead dog was placed on a passenger plane without screening the cadaver for a bomb. Corrective actions after such incidents can include fines, reprimands, suspensions and firings of employees.
Newark Liberty International Airport is located 14 miles from Manhattan. About 33 million people traveled through it in 2010, making it one of the country’s busiest airports.
As with most U.S. airports, Newark's security screenings are conducted by staff with the federal Transportation Safety Administration. The report says most of the security breaches in which corrective action was not taken occurred in 2010, but goes on to add that security has been more aggressive: "Since 2010, Newark has improved efforts to correct security breach vulnerabilities."
New Jersey Senator Frank Lautenberg, who commissioned the report, concurred. "TSA has taken meaningful steps to improve performance," he said in a statement.
But the report goes on to slam the federal agency for its lack of coordination. "TSA does not have an effective mechanism in place to consolidate information about all security breaches and therefore cannot use information collected to monitor trends or make general improvements to security," say the report's authors. "It does not have a complete understanding of breaches occurring at the Nation’s airports and misses opportunities to strengthen aviation security.
Wednesday, October 17, 2012
(New York, NY - WNYC) With the company that owns the Yankee Stadium parking system staring down bankruptcy, Mayor Bloomberg called the situation "sad," and said his administration is "trying to help them."
Speaking during a press conference Q & A, the mayor addressed the issue of the stadium's foundering garages and lots, which have been only 42 percent full this season, according to this latest report.
"There just wasn't the business there that the owners, who made the investment, thought that there was going to be," the mayor said in answer to a question posed by a WNYC reporter. "If the owners of the parking garage can't make money, that's sad. We've got to find a way to help them."
The Bloomberg administration has already tried to help the company by having the city's Economic Development Corporation attempt to broker a deal with a real estate developer to build affordable housing and stores on some of the underused lots near an existing retail mall. But those talks have ended without a deal.
NYC EDC spokesman Kyle Sklerov wouldn't give specifics on the failed negotiations. Nor would he comment on an idea by Bronx Borough President Ruben Diaz Jr. to have the Bronx Parking Development Company build a hotel atop an empty garage. Sklerov would only say:“New options to develop the site will be considered moving forward as part of a larger effort by the BPDC board to get back on sound financial footing."
The scramble to find new revenue for the BPDC was set off by the company's long slide into default on $237 million in tax-free bonds. The NYC EDC acted as the conduit for those bonds, not the seller, so taxpayers aren't holding the debt.
Still, the default is a blow to the agency's reputation. Before the Yankees' new stadium was opened in 2009, Bronx residents and some civic groups tried to warn the city and the team that 9,000 parking spots spread across eleven lots and garages weren't needed. Their concerns went unheeded and the EDC facilitated the tax-free bonds that created a parking system sized to suit the Yankees' misguided desire.
The lots and garages have been underused--even during seasons, like this one, when the Yankees make the playoffs--and the BPDC is now in financial free fall.
Perhaps Mayor Bloomberg said it best when first asked at the press conference about the stadium parking: "Not everything works."
Thursday, October 11, 2012
(New York, NY - WNYC) The Yankees are in the playoffs after another successful season. But a key part of their stadium operation is a failure: the company that owns the Yankees Stadium parking garages has defaulted on more than $237 million in bonds.
The default means city taxpayers contributed about $39 million in subsidies to a project that is teetering on the brink of collapse. The city also spent $195 million to replace the parkland it gave to the Yankees, some of it now the site of languishing parking structures.
Financial advisor Edward Moran has told the Bronx Parking Development Company, a nonprofit that owns and operates the stadium parking system, that its cash flow can't keep up with its required payments to bondholders. Moran's analysis comes to a grim conclusion: “Unless debt service costs are lowered through a voluntary restructuring, bankruptcy will eventually be BPDC’s only option."
It is the Yankees' fourth season in their 50,287-seat stadium, a season that saw the team win its division while posting the second highest attendance in the major leagues. But the eleven parking lots and garages owned by the BPDC were only 43 percent full--and that's on game days. Other days, they're largely empty.
Most fans have been traveling to games by subway or taking a train to the new Metro-North station near the stadium. Others have looked for street parking or lots with prices lower then the $25 to $48 dollars charged by the stadium lots.
That means less money than expected for the company, which has been drawing from a reserve fund to pay off bondholders. That fund is all but depleted, which has thrown the company into default.
A source with knowledge of the company's finances tells TN that if bondholders can't be convinced to take less than the $15 million they're owed next year, the company is likely to declare bankruptcy. The next payment is due April 1.
Bettina Damiani of the advocacy group Good Jobs New York says Bronx residents tried to warn the city and the team that 9,000 parking spots weren't needed. "If only advocates and residents saying, 'I told you so,' would somehow make this go away," she said. "But the reality is officials and the Yankees refused to have anybody at the table on this decision."
The Yankees wouldn't comment for this story, except to say that the garages are owned and operated by a private company."The Yankees do not run them," spokeswoman Alice McGillion said.
But as TN has previously reported, the Yankees pushed hard in 2008 to add 2,000 parking spots, paving over parts of two nearby city parks to do it, even though the new stadium is smaller than the old one. The team made it a condition for staying in the Bronx.
Then Yankees president Randy Levine assured the City Council that despite the high cost of the new parking system, it would bring in sufficient revenue. "Those revenues will go back to pay the cost of the project and go to the city and a private operator," he said.
That hasn't been the case. Kyle Sklerov, a spokesman for the city's Economic Development Corporation, said that the BPDC owed the city $25.5 million in back rent and taxes as of the end of 2011. The company is obligated to pay its bondholders before it pays the city.
An arm of the city Economic Development Corporation approved the company's business plan before acting as the conduit for $237 million in tax exempt bonds. Sklerov said 5 percent of the corporation's bond issues are in default; the Yankee Stadium parking system has now joined that dubious list.
Marc LaVorgna, a spokesman for Mayor Bloomberg, said in an email that though the city will not be required to pay off the BPDC's debt, "we are going to continue to work with creditors to get the project back onto sound financial footing." He wouldn't give details on how that might be done. He referred TN to the city's Office of Management and Budget, which did not respond to repeated requests for comment.
Marlene Cintron, president of the Bronx Overall Economic Development Corporation, similarly refused comment. When asked whether the BPDC was in default, she said, "I’m not sure what the legal term is at this point in time."
In the meantime, Moran is telling the company that it "needs a dedicated manager and accounting person to control its operations." He also recommends wringing extra money from the parking spots during non-game days by pursuing deals with "circuses, ZipCar and auto dealer parking." BPDC attorney Steven Polivy didn't reply to emails and phone calls.
Damiani said the BPDC's default should be a lesson to the city. "If you're going to take your development cues from a corporation like the Yankees, I think it's safe to assume they don't have the residents' and the taxpayers' priorities in mind," she said, adding that "one of the lasting legacies of the Bloomberg administration, one of its most prominent economic development projects, is going down in flames."
The home games in the Yankees' playoff run will bring in more parking money. But then, the Yankees made the playoffs last year and that didn't prevent the company that runs the stadium's parking system from defaulting on $237 million of city-issued, tax exempt bonds.
Friday, October 05, 2012
(New York, NY - WNYC) Three religious groups -- two Christian and one Jewish -- have decided to fight speech with speech in the clamor over a controversial subway ad. Pro-Muslim ads from those groups have begun showing up in the New York City subway -- in some cases, cheek by jowl with an ad that equates the the word "jihad" with savages.
Harriet Olson, CEO of United Methodist Women, said she and her colleagues objected to the original ad and wanted to counter it with a "visual response." So her group matched the anti-jihad group's $6,000 ad buy for posters in ten Manhattan subway stations. “We think that respectful dialogue is absolutely important and that the work for peace is very difficult," she said in an interview with TN, before referring to the anti-jihad ad: "incendiary speech is not the way to get there.”
Jim Wallis of Sojourners, a Christian social justice group, said he was similarly offended by the original ad. "As a rabbi wrote in The New York Times last week, this ad may be legal but it's wrong and repugnant," he said. The Sojourners ad reads simply, "Love your Muslim Neighbors."
It will begin appearing on Monday, as will a separate pro-Muslim ad by Rabbis for Human Rights. That message reads: “In the choice between love and hate, choose love. Help stop bigotry against our Muslim neighbors.”
Rabbi Jill Jacobs is the executive director for the group, which includes 1,800 rabbis. "We want it to be clear that the Jewish community doesn't support this de-humanization of an entire group of people, but rather the Jewish community values working in partnership with our Muslim neighbors," she said.
After the original ad caused an outcry, including a rowdy confrontation at a New York MTA board meeting last week, the MTA considered banning so-called issue ads from its properties. The authority decided instead to put a disclaimer on some ads that express political, religious or moral views. The disclaimer would read that the ad “doesn’t imply an endorsement” by the MTA. The pro-Muslim ad by United Methodist Women does not include a disclaimer.
Thursday, October 04, 2012
(New York, NY - WNYC) "This is 72nd Street. Transfer is available to the 1 train .... watch the closing doors!"
The group said 85 percent of announcements on subway cars that give basic information are clear and accurate -- as are the majority of subway car announcements about delays and disruptions. The group said those are the best results for the New York Metropolitan Transportation Authority since 1997.
“We found that transit officials are doing a better job keeping riders informed,” said Straphangers Campaign field organizer Jason Chin-Fatt.
The group says automated announcements on the 4 train are clear and accurate 100 percent of the time. The R train ranked last because it gave garbled or wrong information almost half the time.
Straphangers said the MTA gives train conductors a list of 18 official delay announcements, including “unruly person on the train ” and “waiting for connecting train.” Conductors are supposed to make an announcement immediately after a delay, and again within 2 minutes.
The group said staff members who conducted the survey came across their share of "meaningless announcements," or phrases that did little to inform passengers about what was wrong and when they could expect to be moving again. Those included, “we have a red signal, ” “this local is now an express ” (with no explanation), or jargon such as, “we have a schedule adjustment."
Tuesday, October 02, 2012
(New York, NY - WNYC) Fiscally speaking, the NY Metropolitan Transportation Authority has emerged from intensive care. That's in the judgment of NY State Comptroller Thomas DiNapoli, who says the patient has recovered with the help of a potent medicine: a series of fare and toll increases, with more to come.
The report, issued Tuesday evening, notes that the NY MTA plans to raise fares and tolls by 14 percent between now and 2015--three times faster than the expected inflation rate. If approved, the fares and tolls will have risen 35 percent since 2007.
The MTA imposed a 7.5 percent hike in December 2010. The hike came with drastic service cuts, some of which have been restored. But overall, riders in New York City and its suburbs have been making do with less service and regularly rising prices.
Another financial bright spot for the NY MTA is the nearly 242,000 jobs added by the 12 counties served by the agency. That has boosted the use of mass transit. And revenue has been rising from the NY MTA's dedicated taxes, particularly those from real estate transactions, which are projected to grow at an average annual rate of five percent.
DiNapoli also credits the authority with cost-cutting measures expected to generate annual recurring savings of $1.1 billion by 2016.
Despite the relatively rosy prognosis, the patient could yet land back in the hospital. The first and foremost threat to the NY MTA's financial health is the specter of a repeal on constitutional grounds of the payroll mobility tax, which provides $1.8 billion a year.
The authority is also counting on reaching a deal with its unions that allows for no pay raises over three years--or raises offset by rule changes and productivity gains. That's no sure thing. Nor is the $20 billion needed for the authority's 2015-2019 capital program, the source of which has yet to be identified.
NY MTA Chairman Joseph Lhota said he was pleased with the report. “I appreciate Comptroller DiNapoli’s thoughtful and thorough analysis of our financial plan," Lhota said in an email." His report recognizes the significant financial challenges the MTA faces in the near term, the aggressive steps we have taken to meet them, and our ongoing efforts to address longer-term challenges, including identifying funding sources for our 2015-2019 Capital Program.”
Tuesday, October 02, 2012
(New York, NY - WNYC) Jay-Z has been playing sold-out concerts at the 19,000-seat Barclays Center Arena in Brooklyn and, so far, the biggest traffic problem has been caused by crowds of people coming up from the Atlantic Avenue subway stop and streaming across the street to the arena before the shows. So few people are driving, the scant official parking spaces aren't even filling up.
That's according to Sam Schwartz, who was hired by Barclay's Center management to come up with a traffic plan for the area during arena events. Neighbors had feared traffic bedlam because the center sits at a complicated intersection of three major thoroughfares notorious for its danger to pedestrians, and that's before the sports and entertainment complex came to town.
But now walkers are winning. "As the herd of pedestrians comes out, we shut down Atlantic Avenue for cars and get the people across the street for about ten minutes and then we let the cars flow," Schwartz said. "It hasn't backed up traffic much."
Schwartz says more than half of all concert-goers so far have come and gone by subway. Besides surges in turnstile use at the Atlantic Avenue stop, riders have also been using subway stops a short stroll from arena: the Fulton Street stop of the G, the Lafayette Avenue stop of the C, and the Bergen Street stop of the 2 and 3.
Others have walked, and about 1,200 people have taken Long Island Railroad trains.
Relatively few fans seem to be driving, judging by the lack of gridlock and the fact that the arena's surface parking lot, with its 541 spaces, has been half empty. Schwartz added that, as of now, not many drivers have been patronizing a group of satellite lots up to a mile from the arena that offer half-price parking and free shuttle buses.
The prospect of drivers circulating en masse through the nearby tree-lined streets looking for free street parking has also failed to materialize. "I've heard no complaints about parking," said Robert Perris, district manager of New York Community Board 2, which includes the area around the Barclays Center Arena.
In hearings and planning meetings leading up to the opening of the arena, residents have been vocal about calling for a parking permit program to keep fans who arrive by car from parking on their streets. The NYC Department of Transportation has so far declined to institute such a program.
Perris said he joined other city officials in inspecting the scene on opening night last Friday. "Traffic was heavy but moving in a well-managed way," he said. "There were police officers or traffic engineers at all major intersections, and pedestrian managers at the crosswalks, both sides. People were going where they were told."
Perris said traffic flow in the streets around the arena, which was heavy before the Barclays Center opened, might be benefiting from the small army of police and traffic managers. "My question is whether we’re always going to have the same level of resources as we had on night one," he said.
Despite the traffic plan's initial success, officials caution that results are preliminary. Brooklyn Nets games may draw greater numbers of fans who arrive by car. And planners will be watching to see how Barbra Streisand's fans choose to travel to Barclays Center Arena for her sold-out show on October 13.
The arena is accessible from 11 subway lines and commuter rail.
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."