Here is a verbatim transcription of a recent complaint filed with the New York City Transit Authority regarding bad service on the Q39 bus line in Queens. You will note that I've asked two very specific questions; also note that the reply answers neither of them directly—it skirts the issue instead. Just another example of the overwhelming arrogance that is pervasive within the MTA. We riders don't want another useless apology, we want the problems to be addressed and fixed.
Customer (Cameron Williams) - 01/31/2008 03:50 PM
Why are these buses (Q39) allowed to leapfrog each other, without regard to the printed schedule? I've seen four of these buses arrive within the space of three minutes—then no buses at all for 45 minutes.
Is this a concession you've made to the TWU? (i.e., if a driver finishes his/her route ahead of schedule, they get a break until their next scheduled run.)
If not, what's your justification?
Inadequate (and canned) response that doesn't answer the specific questions.
Response (Helen Castiglia) - 02/05/2008 09:43 AM
Dear Mr. Williams:
I am writing in response to your e-mail regarding the Q-39 bus route.
We sincerely apologize for any inconvenience you have experienced. Despite our best efforts to maintain regularly scheduled service, delays and service diversions can sometimes occur for a variety of reasons.
Therefore, in response to your concerns, with respect to multiple buses arrivng at the same time, this is usually an indication that a problem or obstruction occurred along the route which backs up the buses. Once the obstruction clears and buses resume a normal flow into traffic, they begin to catch up with one another thus resulting in a "bunching" or "piggyback" effect. Despite our best eforts to maintain regularly sheduled service, delays and service disruptions can sometimes occur for a variety of reasons.
If you have any future bus related concerns, please call our Customer Service Department at (718) 445-3100 Monday through Friday 8:30 AM to 4:30 PM.
Sincerely,
Helen Castiglia
Customer Service Department
MTA Bus Company
Wednesday, February 6, 2008
A culture of waste and inefficiency
Recently, (my post of February 1) I wrote about the use of innovative concrete construction which would allow the transit authority to obtain all the benefits of granite or ceramic tiles, while enjoying the cost savings inherent in using concrete. By using other innovative materials and employing fresh thinking, similar savings could be made throughout the system, e.g., composite plastic railroad ties can be substituted for toxic creosote-treated wood, with better performance and lower cost—yet there is no push for this, only the same old familiar refrain of "we need more money". Please bear in mind that it's your money they're asking for.
This narrow-mindedness is pervasive throughout the MTA. A few months back, their knee-jerk reaction to the "lack of cleanliness" noted in the "Rider Report Cards" was to immediately hire an additional 300 cleaners. Have you noticed how much cleaner the cars are since then? I thought not. But there is now another substantial drain on transit resources. A more prudent approach would have been to evaluate the efficiency of the cleaners already employed, then take steps to maximize their effectiveness. I've watched the cleaners at the Coney Island terminus, and they tend to miss every other piece of litter.
Again and again, one finds that the solutions to problems implemented by transit officials invariably adds another layer of cost to the system. Why? The answer seems to be that executives don't advance their careers within the MTA by saving money; they advance by devising grandiose plans which garner publicity. Unfortunately, that approach cheats the taxpayers and riders.
Since it's our money these authorities are spending, I would ask that the MTA adopt the philosophy of Occam's Razor, a well-known principal used successfully by scientists throughout the world. Stated as succinctly as possible, it is: "When confronted by a problem with multiple solutions, the simplest is usually correct." Remember folks, that's "simplest", not "costliest".
This narrow-mindedness is pervasive throughout the MTA. A few months back, their knee-jerk reaction to the "lack of cleanliness" noted in the "Rider Report Cards" was to immediately hire an additional 300 cleaners. Have you noticed how much cleaner the cars are since then? I thought not. But there is now another substantial drain on transit resources. A more prudent approach would have been to evaluate the efficiency of the cleaners already employed, then take steps to maximize their effectiveness. I've watched the cleaners at the Coney Island terminus, and they tend to miss every other piece of litter.
Again and again, one finds that the solutions to problems implemented by transit officials invariably adds another layer of cost to the system. Why? The answer seems to be that executives don't advance their careers within the MTA by saving money; they advance by devising grandiose plans which garner publicity. Unfortunately, that approach cheats the taxpayers and riders.
Since it's our money these authorities are spending, I would ask that the MTA adopt the philosophy of Occam's Razor, a well-known principal used successfully by scientists throughout the world. Stated as succinctly as possible, it is: "When confronted by a problem with multiple solutions, the simplest is usually correct." Remember folks, that's "simplest", not "costliest".
Tuesday, February 5, 2008
Subway Song
Thank you for being our victim this evening
We're New York City Transit
If you need a train or must take a bus
You. Gotta. Depend on us.
We don't give a damn
And we don't give a hoot
Complain all you want
But we got your loot
Thank you for being our victim tonight
We're the transit authority—thass right
Yeah, your commute might take half the day
That's right, we're a part of the MTA
We don't care
If you ever get home
We got you to work
So don't bitch & moan
Thank you so much for being patient
We're New York City Transit
A man was caught riding while dead
You too might be late—plan ahead
We're New York City Transit
If you need a train or must take a bus
You. Gotta. Depend on us.
We don't give a damn
And we don't give a hoot
Complain all you want
But we got your loot
Thank you for being our victim tonight
We're the transit authority—thass right
Yeah, your commute might take half the day
That's right, we're a part of the MTA
We don't care
If you ever get home
We got you to work
So don't bitch & moan
Thank you so much for being patient
We're New York City Transit
A man was caught riding while dead
You too might be late—plan ahead
Monday, February 4, 2008
What's wrong with congestion pricing?
The following paragraphs, in italics, would be a suitable letter to send to Christine Quinn, Speaker of the City Council, John C. Liu, head of the Transportation Committee, James F. Gennaro, head of the Environmental Protection Committee, Peter F. Vallone, Jr., head of the Public Safety Committee, and to your Council representative. Please act today.
While I support congestion pricing, the Manhattan-centric approach endorsed by the Traffic Congestion Mitigation Commission will actually harm most New York City residents (the presumed beneficiaries), and will not provide revenues sufficient to support the necessary improvements to mass transit that increased ridership demands.
New York City residents should not have to pay a toll to travel within their own city, they already pay more than their fair share of infrastructure and maintenance costs; the costs of congestion pricing should be borne by those drivers who travel to the city from Long Island, Westchester, Connecticut and New Jersey, who are arguably better off financially than the majority of outer-borough residents, and finally, and perhaps most importantly, congestion relief must apply to all five boroughs—we are one city.
Horrific traffic throughout the city contributes to the particulate pollution that has caused New York City to have the highest rate of asthma in the United States; Hunts Point, in the South Bronx has the highest asthma rate in the world. The current congestion pricing plan will actually increase outer borough traffic, causing greater harm to those already disproportionately affected.
In consideration of these facts, I ask that you review the testimony submitted to the Traffic Congestion Mitigation Commission, and devise and submit to the State Assembly a plan that benefits all New York City residents.
While I support congestion pricing, the Manhattan-centric approach endorsed by the Traffic Congestion Mitigation Commission will actually harm most New York City residents (the presumed beneficiaries), and will not provide revenues sufficient to support the necessary improvements to mass transit that increased ridership demands.
New York City residents should not have to pay a toll to travel within their own city, they already pay more than their fair share of infrastructure and maintenance costs; the costs of congestion pricing should be borne by those drivers who travel to the city from Long Island, Westchester, Connecticut and New Jersey, who are arguably better off financially than the majority of outer-borough residents, and finally, and perhaps most importantly, congestion relief must apply to all five boroughs—we are one city.
Horrific traffic throughout the city contributes to the particulate pollution that has caused New York City to have the highest rate of asthma in the United States; Hunts Point, in the South Bronx has the highest asthma rate in the world. The current congestion pricing plan will actually increase outer borough traffic, causing greater harm to those already disproportionately affected.
In consideration of these facts, I ask that you review the testimony submitted to the Traffic Congestion Mitigation Commission, and devise and submit to the State Assembly a plan that benefits all New York City residents.
Friday, February 1, 2008
Concrete flooring for the subways
Pete Donohue of the New York Daily News again reported on flooring disagreements within the MTA; Howard Roberts, NYC Transit President, and NYCT spokesman Paul Fleuranges claim that concrete can't be polished or kept clean; while William Henderson, executive director of the Permanent Citizens Advisory Committee to the MTA wants "...officials to deal with this issue."
Finally, Gene Russianoff of the Straphanger's Campaign compared the charm of concrete to that of a fallout shelter, claiming that, "Cleaner, brighter tile floors are more welcoming and feel more secure."
As cost factors indicate the use of concrete rather that granite, or ceramic tiles, all of these gentlemen need to acquaint themselves with modern concrete treatments and construction methods. We can use concrete and have beautiful public spaces; a little research and creativity are all that's needed. The picture at left, from Kemiko Concrete Stain of Leonard, Texas, is of a stained and polished concrete floor and merely gives a hint of what is possible.
Thursday, January 31, 2008
Critical Mass for cars?
What if, on an agreed upon day, 1,000 drivers were to strategically position themselves in groups of 50 cars at 20 major thoroughfares throughout the city, occupy each lane of those thoroughfares, and proceed to obey the speed limits and all other regulations; i.e., not blocking the box, full stops at stop signs, etc.? Bullying SUV drivers who'd like to pass and drive 20 mph above the posted limits would be blocked. With full gas tanks, and another 1,000 relief drivers, this civilizing action could affect both morning and evening commutes. We'd certainly slow traffic down somewhat, and the police couldn't say any laws were being broken; their hands would be tied. In addition, this would be an irresistible story to the press; we'd get massive coverage from every major media outlet. What's the argument, that there's a basic right to break the law? I'd like to organize this and make it happen; if you'd like to participate, email me here. This would definitely get attention—and produce results.
Death tally for 2007
Reported by Kirsten Davis in yesterday's Daily News, the traffic death tally for 2007 was 271 in New York City.
136 pedestrians were killed.
77 drivers and passengers were killed.
23 bicyclists were killed.
35 motorcyclists were killed.
The report failed to mention how many times charges were filed. Department of Transportation Commissioner Janette Sadik-Khan said, "We're going to do whatever we can to make those streets less intimidating and less chaotic.", and I thank her for her efforts—much remains to be done.
136 pedestrians were killed.
77 drivers and passengers were killed.
23 bicyclists were killed.
35 motorcyclists were killed.
The report failed to mention how many times charges were filed. Department of Transportation Commissioner Janette Sadik-Khan said, "We're going to do whatever we can to make those streets less intimidating and less chaotic.", and I thank her for her efforts—much remains to be done.
Tiles too expensive
Yesterday, Pete Donohue of the New York Daily News reported that various officials within the MTA and New York City Transit have admitted that the granite, terazzo or ceramic tiles used in station rehabilitations are far too expensive—$1.7 million per station for granite, and $1.4 million for ceramic—vs $421,000.00 per station for concrete.
And concrete needn't be ugly, as claimed by MTA board member Andrew Albert. There are new, textured and colored concrete flooring options available, and environmentally friendly recycled shredded tires embedded in resin could also be used. Both options were mentioned in my report on traffic and transit (see post of January 5th) written in May of last year. Apparently, the MTA board is unaware of these options. Please write to them and let them know.
And concrete needn't be ugly, as claimed by MTA board member Andrew Albert. There are new, textured and colored concrete flooring options available, and environmentally friendly recycled shredded tires embedded in resin could also be used. Both options were mentioned in my report on traffic and transit (see post of January 5th) written in May of last year. Apparently, the MTA board is unaware of these options. Please write to them and let them know.
Tuesday, January 29, 2008
Street Renaissance and City Council addresses
I'd like to congratulate all the people from Street Renaissance for their successful and informative reception, held last night at the New York Historical Society. I'll post on this later today.
Here are important email addresses and committee members for the New York City Council. These three committees, and their members, have the greatest influence within the council on matters of traffic and transit. Please write to all of these committees to give them your opinions regarding congestion pricing. The conclusions of the Traffic Congestion Mitigation Commission are not necessarily the final arbiters of legislative action; but the time is now to make your voices heard. I'll also be posting State Assembly member addresses in the next few days—a final vote is due by March 31, 2008. For individual council member email addresses, visit:
http://council.nyc.gov/html/home/home.shtml
Transportation committee
Email: liu@council.nyc.ny.us
Committee Members
Chairperson: John C. Liu
Joseph P. Addabbo, Jr.
Daniel R. Garodnick
Vincent Ignizio
G. Oliver Koppell
Jessica S. Lappin
Miguel Martinez
Michael E. McMahon
Darlene Mealy
Diana Reyna
Larry B. Seabrook
Environmental Protection Committee
Email: gennaro@council.nyc.ny.us
Committee Members
Chairperson: James F. Gennaro
Bill de Blasio
Mathieu Eugene
Vincent Ignizio
G. Oliver Koppell
Melissa Mark Viverito
Domenic M. Recchia, Jr.
Peter F. Vallone, Jr.
Thomas White, Jr.
Public Safety Committee
Email: vallonejr@council.nyc.ny.us
Oversight: Police Department, Courts, District Attorneys, Special Narcotics Prosecutor, Civilian Complaint Review Board, Department of Juvenile Justice, Criminal Justice Coordinator, Office of Emergency Management, and Organized Crime Control Commission.
Committee Chairperson Peter F. Vallone, Jr.
District Office Address
22-45 31st Street., Astoria, Astoria, New York, 11105
Phone: (718) 274-4500
Fax Phone No.: (718) 726-0357
Legislative Office Address
250 Broadway, 17th Floor, 10007
Phone: (212) 788-6963
Fax Phone No.: (212) 788-8957
Committee Members
Chairperson: Peter F. Vallone, Jr.
Joseph P. Addabbo, Jr.
Erik Martin Dilan
Helen D. Foster
Daniel R. Garodnick
James F. Gennaro
Vincent J. Gentile
Melinda R. Katz
Hiram Monserrate
James S. Oddo
David Yassky
Here are important email addresses and committee members for the New York City Council. These three committees, and their members, have the greatest influence within the council on matters of traffic and transit. Please write to all of these committees to give them your opinions regarding congestion pricing. The conclusions of the Traffic Congestion Mitigation Commission are not necessarily the final arbiters of legislative action; but the time is now to make your voices heard. I'll also be posting State Assembly member addresses in the next few days—a final vote is due by March 31, 2008. For individual council member email addresses, visit:
http://council.nyc.gov/html/home/home.shtml
Transportation committee
Email: liu@council.nyc.ny.us
Committee Members
Chairperson: John C. Liu
Joseph P. Addabbo, Jr.
Daniel R. Garodnick
Vincent Ignizio
G. Oliver Koppell
Jessica S. Lappin
Miguel Martinez
Michael E. McMahon
Darlene Mealy
Diana Reyna
Larry B. Seabrook
Environmental Protection Committee
Email: gennaro@council.nyc.ny.us
Committee Members
Chairperson: James F. Gennaro
Bill de Blasio
Mathieu Eugene
Vincent Ignizio
G. Oliver Koppell
Melissa Mark Viverito
Domenic M. Recchia, Jr.
Peter F. Vallone, Jr.
Thomas White, Jr.
Public Safety Committee
Email: vallonejr@council.nyc.ny.us
Oversight: Police Department, Courts, District Attorneys, Special Narcotics Prosecutor, Civilian Complaint Review Board, Department of Juvenile Justice, Criminal Justice Coordinator, Office of Emergency Management, and Organized Crime Control Commission.
Committee Chairperson Peter F. Vallone, Jr.
District Office Address
22-45 31st Street., Astoria, Astoria, New York, 11105
Phone: (718) 274-4500
Fax Phone No.: (718) 726-0357
Legislative Office Address
250 Broadway, 17th Floor, 10007
Phone: (212) 788-6963
Fax Phone No.: (212) 788-8957
Committee Members
Chairperson: Peter F. Vallone, Jr.
Joseph P. Addabbo, Jr.
Erik Martin Dilan
Helen D. Foster
Daniel R. Garodnick
James F. Gennaro
Vincent J. Gentile
Melinda R. Katz
Hiram Monserrate
James S. Oddo
David Yassky
Monday, January 28, 2008
An Upper West Side Story
As I'm attending a meeting tonight relating to traffic on the Upper West Side, I thought this anecdote might be informative.
In 1992, I was living in a building on the corner of Columbus Avenue and West 77th Street. One morning, I left to hail a cab at about 5:45 AM. If you're familiar with the neighborhood, you know that at that time, hundreds of cabbies race down Columbus Avenue en masse, at speeds approaching 60 mph., resembling nothing so much as a school of bright yellow sharks in search of prey. (This behavior can also be seen downtown, where Church Street becomes Sixth Avenue.)
Anyway, I extended my hand to hail a cab, and, in their haste to get a fare, three cabbies collided in front of me, doing considerable damage to their cars. I calmly got the next cab, who happened not to be speeding, and left them to their angry recriminations.
In 1992, I was living in a building on the corner of Columbus Avenue and West 77th Street. One morning, I left to hail a cab at about 5:45 AM. If you're familiar with the neighborhood, you know that at that time, hundreds of cabbies race down Columbus Avenue en masse, at speeds approaching 60 mph., resembling nothing so much as a school of bright yellow sharks in search of prey. (This behavior can also be seen downtown, where Church Street becomes Sixth Avenue.)
Anyway, I extended my hand to hail a cab, and, in their haste to get a fare, three cabbies collided in front of me, doing considerable damage to their cars. I calmly got the next cab, who happened not to be speeding, and left them to their angry recriminations.
We need driver reform—why don't we get it?
I apologize for not posting here for a week; I've been too busy at work. During that week, Theodore Kheel released his report and recommendations for congestion pricing and free mass transit, available here as a PDF download:
http://www.blognetnews.com/New_York/feed.php?channel=70&iid=78439&order=c
It was also a week that saw a software CEO mow down a woman in downtown Manhattan. He was admittedly doing 60 mph. on city streets, where the speed limit is 30. Unfortunately, there's nothing at all unusual about that.
As I mentioned earlier, I've been driving a friend's car to work. Drivers routinely travel at 50 mph on city streets. The good folks at Transit Alternatives have used radar guns to clock them. I know it. You know it. The NYPD knows it. But nothing is done. When was the last time there was a crackdown on speeders, two years ago? And the crackdown lasted an entire week.
We should have reached what Malcolm Gladwell calls "The Tipping Point" long ago, as a matter of fact, on December 7, 2006, when little Andy Vega's life was cut short. A truck driver on Third Avenue in Brooklyn, underneath the Gowanus Expressway, was speeding (by his own admission), trying to make a light before it changed. He missed it, but decided to run the red light (again, his own admission), and ran little Andy down. As usual, no charges were filed.
Why are we willing to accept this? Why are we not outraged? Do we, our police and elected officials see our dangerous streets as a normal cost of doing business? Or are we just inured to the carnage? What will it take to change attitudes? 40% of all traffic fatalities are caused by drunk drivers—the other 60% are caused by bad drivers. It took twenty years, but we finally did something about the drunks. It may take another twenty, but we must do something about the rest.
The Daily News questioned cabbies about the undercover sting operation, and one, quite angry, claimed it was text messages that caused accidents, not talking on cell phones (as he continued to talk on his cell). Numerous studies have proved that hands-free or hand held, cell phones are a distraction.
One last item before I go to work, a report I filed yesterday with the MTA about an exceedingly poor driver in their employ:
January 27, 2008, 3:00 PM
Belt Parkway, parking lot entrance immediately before Exit 5
I was about to exit at exit 5, when the Access-A-Ride driver, plate number 63714-LA, who was standing at the entrance to the parking area which precedes the exit, re-entered traffic on the Belt Parkway—without signaling or gaining the proper speed. I had to slam on the brakes, and was nearly rear ended by the driver behind me. To add insult to injury, the Access-A-Ride driver proceeded to take the exit, which he could have done safely by simply proceeding through the parking area. Drivers as amateurish as this one do not belong on the road, and certainly should not have responsibility for passengers.
MTA Reference: \'080127-000024\'
http://www.blognetnews.com/New_York/feed.php?channel=70&iid=78439&order=c
It was also a week that saw a software CEO mow down a woman in downtown Manhattan. He was admittedly doing 60 mph. on city streets, where the speed limit is 30. Unfortunately, there's nothing at all unusual about that.
As I mentioned earlier, I've been driving a friend's car to work. Drivers routinely travel at 50 mph on city streets. The good folks at Transit Alternatives have used radar guns to clock them. I know it. You know it. The NYPD knows it. But nothing is done. When was the last time there was a crackdown on speeders, two years ago? And the crackdown lasted an entire week.
We should have reached what Malcolm Gladwell calls "The Tipping Point" long ago, as a matter of fact, on December 7, 2006, when little Andy Vega's life was cut short. A truck driver on Third Avenue in Brooklyn, underneath the Gowanus Expressway, was speeding (by his own admission), trying to make a light before it changed. He missed it, but decided to run the red light (again, his own admission), and ran little Andy down. As usual, no charges were filed.
Why are we willing to accept this? Why are we not outraged? Do we, our police and elected officials see our dangerous streets as a normal cost of doing business? Or are we just inured to the carnage? What will it take to change attitudes? 40% of all traffic fatalities are caused by drunk drivers—the other 60% are caused by bad drivers. It took twenty years, but we finally did something about the drunks. It may take another twenty, but we must do something about the rest.
The Daily News questioned cabbies about the undercover sting operation, and one, quite angry, claimed it was text messages that caused accidents, not talking on cell phones (as he continued to talk on his cell). Numerous studies have proved that hands-free or hand held, cell phones are a distraction.
One last item before I go to work, a report I filed yesterday with the MTA about an exceedingly poor driver in their employ:
January 27, 2008, 3:00 PM
Belt Parkway, parking lot entrance immediately before Exit 5
I was about to exit at exit 5, when the Access-A-Ride driver, plate number 63714-LA, who was standing at the entrance to the parking area which precedes the exit, re-entered traffic on the Belt Parkway—without signaling or gaining the proper speed. I had to slam on the brakes, and was nearly rear ended by the driver behind me. To add insult to injury, the Access-A-Ride driver proceeded to take the exit, which he could have done safely by simply proceeding through the parking area. Drivers as amateurish as this one do not belong on the road, and certainly should not have responsibility for passengers.
MTA Reference: \'080127-000024\'
Saturday, January 19, 2008
A couple of transit jokes
Q. How many TWU members does it take to change a light bulb?
A. That's not in their job description.
Not just anyone can work for New York City Transit; there are stringent requirements.
First, you've gotta fail an IQ test.
A. That's not in their job description.
Not just anyone can work for New York City Transit; there are stringent requirements.
First, you've gotta fail an IQ test.
Friday, January 18, 2008
Perspective
The Traffic Congestion Mitigation Commission held their final public hearing this past Wednesday evening, and once again heard the public's many objections to the proposed plans. No matter, they've already decided what their recommendations will be. Rather than using this golden opportunity to produce a comprehensive road map to our city's future, a road map that addresses all the necessary reforms needed throughout our complex transportation system, they've decided to do the least amount of planning possible to obtain the $354 million offered by the Federal DOT. A competent job, and nothing more.
But why now? What about all the previous years where the city failed to qualify for federal transportation grants due to a chronic inability to meet the standards of the Federal Clean Air Act? We've heard no heartfelt mea culpas regarding these lost dollars, and in aggregate, the amount lost is in the tens of billions.
This week alone, we received MTA reports that informed us that budget overruns for implementing the thousand-camera surveillance system will drive the cost to $450 million, and that the drastically reduced-in-scope downtown transportation hub's price is now approaching $900 million. That's 1.35 billion dollars for business as usual—suddenly, the $354 million doesn't seem like such a big deal.
It's not—it's just a foot in the door, and once again, our public officials are not quite being completely honest with us—these plans weren't designed to benefit all the citizens of the city and the region, but were designed mainly at the behest of the Partnership for New York City, based in downtown Manhattan, chiefly to benefit the multi-national businesses of which that entity is comprised.
Now I've got nothing against helping these businesses; they do, after all, help us all pay our bills, and their continued well-being is in all our best interests. But as long as these transportation issues are on the table, we should demand of our government a more comprehensive transportation plan that accomplishes all of the following:
• Increases service, with reductions in crowding and travel times on public transportation
• Changes the culture of the MTA to put riders first
• Reduces vehicular traffic and particulate pollution in all 5 boroughs and the entire downstate region—that New York City has the highest asthma rate in the United States is shameful, and must be aggressively addressed
• Increases enforcement of all existing traffic laws
• Produces both local and national campaigns to increase driver responsibility
• Dedicates funding (a lockbox) for mass transit
• Expands access to public transportation for those city neighborhoods not served
• Provides incentives to promote the use of alternate transportation, from hybrid vehicles to bicycles
A plan that shoots for these goals is a winner, and would improve the economy and quality of life for all New Yorkers. It could happen, but only if we demand it.
But why now? What about all the previous years where the city failed to qualify for federal transportation grants due to a chronic inability to meet the standards of the Federal Clean Air Act? We've heard no heartfelt mea culpas regarding these lost dollars, and in aggregate, the amount lost is in the tens of billions.
This week alone, we received MTA reports that informed us that budget overruns for implementing the thousand-camera surveillance system will drive the cost to $450 million, and that the drastically reduced-in-scope downtown transportation hub's price is now approaching $900 million. That's 1.35 billion dollars for business as usual—suddenly, the $354 million doesn't seem like such a big deal.
It's not—it's just a foot in the door, and once again, our public officials are not quite being completely honest with us—these plans weren't designed to benefit all the citizens of the city and the region, but were designed mainly at the behest of the Partnership for New York City, based in downtown Manhattan, chiefly to benefit the multi-national businesses of which that entity is comprised.
Now I've got nothing against helping these businesses; they do, after all, help us all pay our bills, and their continued well-being is in all our best interests. But as long as these transportation issues are on the table, we should demand of our government a more comprehensive transportation plan that accomplishes all of the following:
• Increases service, with reductions in crowding and travel times on public transportation
• Changes the culture of the MTA to put riders first
• Reduces vehicular traffic and particulate pollution in all 5 boroughs and the entire downstate region—that New York City has the highest asthma rate in the United States is shameful, and must be aggressively addressed
• Increases enforcement of all existing traffic laws
• Produces both local and national campaigns to increase driver responsibility
• Dedicates funding (a lockbox) for mass transit
• Expands access to public transportation for those city neighborhoods not served
• Provides incentives to promote the use of alternate transportation, from hybrid vehicles to bicycles
A plan that shoots for these goals is a winner, and would improve the economy and quality of life for all New Yorkers. It could happen, but only if we demand it.
Thursday, January 17, 2008
Faster Pussycat, Kill, Kill
I have a confession. A friend of mine left his car with me, and I've been driving to work for the past week. A 38-minute commute, as opposed to a nearly two-hour one, proved to be a temptation impossible to resist.
However, as I've noted before, almost nobody observes, much less obeys the rules of the road. Drivers fail to signal, fail to stay in lanes, fail to stop at stop signs; they blow red lights, (I was almost T-boned by a driver running a red light on Tuesday morning) and, worst of all, most travel between 15 and 20 mph over the speed limit, whenever possible. So, while my commute time was reduced, my tension level was ratcheted WAY up.
Here's what I don't understand. Why do the police, and our various public officials involved, fail to enforce the laws? It's as though all our elected officials, and nearly the entire NYPD, (I did see one highway patrol officer stop an especially egregious speeder) feel that motorists should get a free pass. If the laws were enforced, the revenues collected would far surpass those proposed for congestion pricing, so why don't we act on this? Enforcement could increase revenues, make our streets safer, lower insurance rates, improve traffic flow (by reducing accidents) and encourage some to use mass transit. So why not?
However, as I've noted before, almost nobody observes, much less obeys the rules of the road. Drivers fail to signal, fail to stay in lanes, fail to stop at stop signs; they blow red lights, (I was almost T-boned by a driver running a red light on Tuesday morning) and, worst of all, most travel between 15 and 20 mph over the speed limit, whenever possible. So, while my commute time was reduced, my tension level was ratcheted WAY up.
Here's what I don't understand. Why do the police, and our various public officials involved, fail to enforce the laws? It's as though all our elected officials, and nearly the entire NYPD, (I did see one highway patrol officer stop an especially egregious speeder) feel that motorists should get a free pass. If the laws were enforced, the revenues collected would far surpass those proposed for congestion pricing, so why don't we act on this? Enforcement could increase revenues, make our streets safer, lower insurance rates, improve traffic flow (by reducing accidents) and encourage some to use mass transit. So why not?
Wednesday, January 16, 2008
Transit Waste Alert Level Red
Pete Donohue of the New York Daily News reported yesterday that the cost of installing 1,000 surveillance cameras at key points throughout the transit system has ballooned to an estimated $450 million dollars. The planned system, begun in 2005, is now almost $100 million over budget, and expected to be seven months late, not coming on line until August of this year. As there are now only 300 of the cameras installed, and no command center as of yet, I'd say further delays and budget overruns are a safe bet.
In a world not gone mad, keeping us safe from terrorists would be the province of the State Department, the military, Homeland Security, and the NYPD, not the bunch of bureaucratic buffoons at MTA headquarters. The dollar amount, you will note, is $96 million more than the Feds have promised us for implementing congestion pricing—does that make you feel safe?
It would make a lot more sense to use cameras to guard against fare beaters, and deploy more NYPD officers on the trains and station platforms, where they could not only guard against terrorists, but could also enforce New York City Transit's "Code of Conduct", making for a safer and pleasanter ride for all of us. Don't hold your breath.
In a world not gone mad, keeping us safe from terrorists would be the province of the State Department, the military, Homeland Security, and the NYPD, not the bunch of bureaucratic buffoons at MTA headquarters. The dollar amount, you will note, is $96 million more than the Feds have promised us for implementing congestion pricing—does that make you feel safe?
It would make a lot more sense to use cameras to guard against fare beaters, and deploy more NYPD officers on the trains and station platforms, where they could not only guard against terrorists, but could also enforce New York City Transit's "Code of Conduct", making for a safer and pleasanter ride for all of us. Don't hold your breath.
Monday, January 14, 2008
Tree-lined streets of death
It was an early afternoon in May of 1997. My daughter's boyfriend and I were walking east on 20th Street; we were between Park Avenue South and Gramercy Park West, when an ambulance, siren wailing, turned on to 20th Street, obviously trying to reach Cabrini Medical Center, a block and a half away. But it couldn't make any progress because cars kept turning from Gramercy Park West on to 20th Street—the stop sign made no difference, the cars kept coming, simply ignoring the ambulance.
Out of frustration, I imagine, the ambulance driver began to blare his horn, his siren still on. Still, the cars kept turning. I could see by the ambulance driver's face that this was really an emergency, so I ran into the intersection and physically blocked the next vehicle, a white delivery van with a Chinese driver, who cursed at me and tried to proceed anyway.
By that time, I'd had enough—I reached into the van, grabbed the driver by his collar, and yelled at him, "That could be your fuckin' mother in there! What the fuck is wrong with you?". I held him there until the ambulance passed.
Then I finally I wondered where the police were, after all, the Police Academy, presumably full of the finest, is also on the next block. But ultimately, the NYPD is responsible for the bad behavior of New York's drivers—they've opted out of enforcing traffic laws—too difficult, too much time in court, and it slows down traffic. Nothing has changed since that incident over ten years ago, if anything, the situation has worsened. The brass sees traffic enforcement as a lose-lose proposition with no opportunity for praise in the press, and many of the citizens who might complain are dead pedestrian victims, victims for whom no charges were filed.
Now, congestion pricing might result in fewer motorists, but it will do nothing to improve the quality of those motorists—that's something that remains to be addressed, and something for which I will continue to fight.
Out of frustration, I imagine, the ambulance driver began to blare his horn, his siren still on. Still, the cars kept turning. I could see by the ambulance driver's face that this was really an emergency, so I ran into the intersection and physically blocked the next vehicle, a white delivery van with a Chinese driver, who cursed at me and tried to proceed anyway.
By that time, I'd had enough—I reached into the van, grabbed the driver by his collar, and yelled at him, "That could be your fuckin' mother in there! What the fuck is wrong with you?". I held him there until the ambulance passed.
Then I finally I wondered where the police were, after all, the Police Academy, presumably full of the finest, is also on the next block. But ultimately, the NYPD is responsible for the bad behavior of New York's drivers—they've opted out of enforcing traffic laws—too difficult, too much time in court, and it slows down traffic. Nothing has changed since that incident over ten years ago, if anything, the situation has worsened. The brass sees traffic enforcement as a lose-lose proposition with no opportunity for praise in the press, and many of the citizens who might complain are dead pedestrian victims, victims for whom no charges were filed.
Now, congestion pricing might result in fewer motorists, but it will do nothing to improve the quality of those motorists—that's something that remains to be addressed, and something for which I will continue to fight.
Sunday, January 13, 2008
Last public congestion-pricing hearing
The Traffic Congestion Mitigation Commission has decided to choose from the following list for making their recommendations to the New York City Council and New York State Assembly at the end of this month.
- Charge cars $8 and trucks $21 to drive into Manhattan below 86th Street on weekdays from 6 a.m. to 6 p.m.;
- Change the entry boundary to 60th Street but add more roads to the area covered east and west;
- Enact tolls at all the East and Harlem river crossings, inbound and outbound, 24 hours a day;
- Ration car entry by license plate, banning vehicles from entering Manhattan below 86th Street one day per week, from 6 a.m. to 6 p.m., or
- Raise prices for street and garage parking, reduce the number of parking placards used by city government employees and put a surcharge on taxi trips into the designated congestion zone.
I, and many others still believe that these approaches will cause undue harm to residents of the outer boroughs while providing inadequate improvements to mass transit. Asthma rates in New York City (which means all of the boroughs, not just Manhattan), are the highest in the United States; the asthma rate in Hunt's Point is the highest in the world. The federal government requires merely a reduction of traffic in the central business district, but our children's health cries out for an overall reduction in traffic throughout the five boroughs.
None of these plans offer sufficient disincentives to discourage drivers from Pennsylvania, New Jersey or Connecticut to change their habits—indeed, the Mayor's plan would make Hudson River entry points free, now that the Port Authority has announced that it will raise their tolls to $8.00.
In short, outer-borough residents who must travel by car will be penalized, out-of-state residents will benefit from reduced traffic, while children (except for those lucky tykes within the congestion zone) will continue to suffer from respiratory diseases at unacceptable rates.
It is necessary for the City and State to adopt a workable plan by March 31, 2008 to be eligible for the federal funding offer of $354 million, but putting in place a more ambitious plan that benefits the residents of all boroughs is still possible.
The Traffic Congestion Mitigation Commission will be holding one last public hearing before making its final recommendations to the New York City Council and New York State Assembly on January 31, 2008. The hearing is scheduled for 4PM, Wednesday, January 16, 2008, at Hunter College Auditorium—Hunter College, East 68th St. between Park & Lexington Avenues. You may register to speak until 1PM on the day of the hearing. You may register here:
https://www.nysdot.gov/portal/page/portal/programs/congestion_mitigation_commission
And you may also email the commission at that site. I urge all concerned citizens to attend, or to write.
Friday, January 11, 2008
Traffic Congestion Mitigation Commission releases report
Yesterday, the Traffic Congestion Mitigation Commission released its preliminary report, prior to making their final recommendations to the New York City Council and the New York State Assembly on January 31, 2008.
They are holding a hearing on January 16, 2008 to solicit further public comment, and I strongly urge all New York City residents to attend.
There are many valid and practical proposals contained in their report, particularly Anthony Weiner's suggestion that metered parking rates be raised dramatically, but as I've mentioned before, the arbitrary restriction of congestion mitigation to Manhattan is a disservice to the majority of New York City residents, and thus is deeply flawed.
No congestion pricing will be put in place until the New York City Council and New York State Assembly have voted, so, once again, I urge you all to write to your elected representatives and make your voices heard. I will be posting a more detailed report in the next day or so.
Wednesday, January 9, 2008
Outer boroughs might as well be outer space
Tomorrow, the congestion pricing committee will vote, and each of the four plans they've decided to vote on remain Manhattan-based, to the detriment of those of us who live in the other four boroughs. I've spent plenty of money contacting these committee members, registering to speak, paying for postage, etc., and will continue to work hard to advance an open dialog on these issues.
I, and many others, including Council Members Lew Fidler and Letitia James, spoke out against this wrong-headed approach, apparently to no avail. Likewise, there has been insufficient press coverage of the traffic mitigation and congestion pricing issue, and basically no public dialog. This does not a healthy democracy make. Therefore, I am asking you to write your own viewpoints concerning traffic and transit in New York City—and to make them known to each member of the City Council and State Assembly.
Please read my report, speech, and letter to the congestion mitigation committee,
and tell me that you think these issues are unimportant—I don't think you will; these are probably the most important issues facing the city—far too important to be ignored.
There are many issues to be addressed here, and the solutions I propose are not necessarily the best solutions; but the astounding lack of public discussion of these issues is causing serious harm to our fair city. We, the people, are not being heard, and we are not well represented by silence.
I thank you for any help, comments, or suggestions you have to offer.
I, and many others, including Council Members Lew Fidler and Letitia James, spoke out against this wrong-headed approach, apparently to no avail. Likewise, there has been insufficient press coverage of the traffic mitigation and congestion pricing issue, and basically no public dialog. This does not a healthy democracy make. Therefore, I am asking you to write your own viewpoints concerning traffic and transit in New York City—and to make them known to each member of the City Council and State Assembly.
Please read my report, speech, and letter to the congestion mitigation committee,
and tell me that you think these issues are unimportant—I don't think you will; these are probably the most important issues facing the city—far too important to be ignored.
There are many issues to be addressed here, and the solutions I propose are not necessarily the best solutions; but the astounding lack of public discussion of these issues is causing serious harm to our fair city. We, the people, are not being heard, and we are not well represented by silence.
I thank you for any help, comments, or suggestions you have to offer.
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