Testimony of Noah Budnick, Deputy Director, Advocacy, Transportation Alternatives to the New York City Council Transportation Committe Hearing on Introductions 24 and 58, Regarding Businesses Which Employ Commercial Cyclists

Cycling News T.A. Launches "Working Cyclists" Program Safety education for food delivery cyclists and couriers

The image of cyclists as sidewalk riding maniacs who bully and threaten pedestrians poisons political support for cycling. Unfortunately, it has become a New York City stereotype, just like demented cab drivers. In neighborhoods like the Upper East and West Sides, persistent problems with pedestrian-unfriendly cyclists, many of them in a rush to deliver food, has created considerable enmity towards all cyclists. It has also contributed to the city council's endless attempt to ratchet up the penalties for cycling offenses, and distracted lawmakers and the public from the far more dangerous problem of reckless motor vehicle drivers. In 2002, the city council once again raised the penalty for cycling on the sidewalk, though it did not increase any penalties for driving or parking on sidewalks, or hitting pedestrians in crosswalks. People's aggravation with sidewalk cycling also fuels opposition to cycling projects and makes city agencies and elected officials more wary of supporting cycling improvements.

In an effort to improve bicyclist and pedestrian safety and improve the image of bicyclists, T.A. has launched the "Working Cyclists: Safety education for couriers and food delivery cyclists" campaign. The goal is to get bicycles off sidewalks and reduce the number of bicycle-pedestrian crashes, injuries and near misses. As part of this campaign, we are working on getting businesses to take responsibility for the actions of their working cyclists.

The Working Cyclists campaign fills an education void. Most working cyclists, many of whom are new immigrants, receive zero safety training from their employers. Few employers are familiar with the New York City laws that pertain to working cyclists.

T.A. is working with city council members, the NYPD and community boards to develop materials and target businesses to increase safety. This summer, T.A. developed trilingual, English-Spanish and English-Chinese safety classes, manuals and posters that teach working cyclists and their employers the laws of bike riding
in New York City. Over the fall, T.A. will teach safety classes to businesses identified by elected officials, the NYPD, community boards and the public.

The project will initially focus on Midtown Manhattan and the Upper East and West Sides, where sidewalks are jammed with pedestrians and the dangerous behavior of many working cyclists is a chronic problem.

As enmity toward bicycle messengers has eased in recent years, many New York pedestrians have discovered a new bicycle bête noire — food delivery cyclists. Although data aren't available, the number of such cyclists appears to be at an all-time high, as prepared foods grow ever more popular. Speed is paramount in food delivery, since customers look for their meals to arrive quickly and oven-hot. Not surprisingly, then, many delivery cyclists surpass even commercial bike messengers in flouting the law; wrong-way cycling and riding on sidewalks are particularly common, especially in neighborhoods like the Upper East Side, where car gridlock is endemic. Many riders elect to use the sidewalks for short-haul deliveries rather than risk riding against traffic on busy avenues.

In this climate, City Council Member Charles Millard has had little trouble obtaining co-sponsors for his bill authorizing police to confiscate commercial bicycles ridden on sidewalks. (Other bills in Millard's package would intensify enforcement against cars parked in bike lanes and red light-running cabbies.) Although cycling traffic on sidewalks is onerous, one notes that, as in other crackdowns on cyclists, simple education hasn't been tried first.

At the start of 1993, Transportation Alternatives and the City DoT were preparing to distribute multi-lingual leaflets targeting Chinese delivery cyclists, who by acculturation often ride against traffic. Signs identifying restaurant ownership of delivery bikes might also bring community pressure to bear against dangerous riding. Over the long haul, cracking down on dangerous motorists and discouraging driving in general would make the streets safer for everyone while making it easier for cyclists to stick to the roads.

NEW YORK -- Sixteen people linked to Asian organized crime were arrested overnight by a task force of FBI, NYPD, and Immigration and Customs Enforcement (ICE) investigators for allegedly extorting bus companies, WNBC.com has learned.

Law enforcement sources told WNBC.com that a federal indictment charges the individuals with various acts of violence and extortion targeting operators of bus companies which do business between New York and east coast cities.

Fifteen of the arrests took place in the New York City metropolitan area and one other person was arrested in Florida, sources said.

Details about the charges are expected to be released later today as the those arrested appear in federal court in Manhattan.

Fifteen of the arrests took place in the New York City metropolitan area and one other person was arrested in Florida, sources said.

Chinatown Falls on Hard Times
by Wilma Consul
...

NEW YORK, NY January 23, 2006 —Much of the Jewish Lower East Side has been lost over time replaced by new immigrants from other parts of the world, particularly China. Those seeking their fortunes in Manhattan's Chinatown are in for a surprise -- Chinatown has fallen on hard times. Its economy has not bounced back since the street closures caused by the collapse of the World Trade Towers on 9-11, but other factors have contributed to the downturn, too. Reporter Wilma Consul takes a look, and asks what's ahead for the neighborhood that was once an important immigrant enclave in the City.

...

REPORTER: Kwong says this newest group of immigrants has created a vibrant business sector that serves the needs of Chinese businesses everywhere.

KWONG: People will call all over the country, and say: Hey, you know I need three restaurant help. Could you send them over? It's almost like day laborer situation. They go all the way as south as Georgia, north as Maine and west as Chicago. So this is the heart of cheap labor supply.

REPORTER: This demand prompted the creation of the now very popular low-priced Chinatown buses. They transport Chinese speaking workers to their destinations without getting lost.

Yelp review

Zhong Hua Flushing-Chinatown Shuttle Van Service
2 reviews

Category: Public Transportation
Neighborhood: Queens/Downtown Flushing
Main St & 41st Ave
Division St between Market St & Bowery, New York, NY
New York, NY 10002

Now you can travel comfortably between New York City and Toronto without spending your entire budget en route. Neon, a new low-fare bus service from Greyhound Canada and Adirondack Trailways, offers two daily departures from both cities for as little as $1 (there is at least one $1 seat on every bus) -- although a $25-to-$75 price range is more likely -- one way. Buses have video screens, Wi-Fi service and power outlets. Customers board in New York outside Penn Station and in Toronto at the Royal York Hotel. Walk-up tickets cost $85 (one way), and the better deals (the earlier the reservation, the lower the price) are available at www.greyhound.com.

* COMMUTER VAN DRIVERS SAY RENEGADES SWIPE BIZ

By AUSTIN FENNER

Friday, May 1th 1998, 2:04AM

Competition for van passengers between the Chinatowns in Sunset Park and Manhattan is so fierce that licensed operators say a swarm of speedier illegal minivans has stolen three-fourths of their business.

The licensed 14-passenger commuter van companies say they are being driven out of business by seven-passenger minivan drivers who also ply Eighth Ave.

in the 50s and 60s, the main commercial strip for the Asian community in Sunset Park. Commuter vans are licensed to provide service from Sunset Park to Canal St. in Manhattan.

The minivans usually are licensed by the Taxi and Limousine Commission, but only to answer telephone requests, and not to stop for street hails, the head of the commuter van trade association said.

More than half of commuter vans towed after inspections

by Michaelangelo Conte/The Jersey Journal Tuesday September 23, 2008, 3:02 PM

The Hudson County Prosecutor's Office towed 15 of 27 jitneys pulled over today in West New York, part of a continuing campaign to enforce safety laws that officials concede is having little impact.

"It still seems that there is a lack of compliance here and as far as our office is concerned, we are going to move forward and protect the citizens of Hudson County by conducting more of these stops to enforce the law," said Hudson County Assistant Prosecutor Michael Zevits.

Surprise inspections began at about 7 a.m. at 59th Street off Bergenline Avenue.

About 151 safety violation were cited during the inspections, by the state Motor Vehicle Commission Commercial Bus Unit, West New York police, the Hudson County Prosecutor's Office and the Hudson County Sheriff's Office, Zevits said. Police also issued 35 motor vehicle tickets, Zevits said.

Safety violations included bad brakes, cracked frames, fuel leaks and safety equipment violations including bad windows and missing fire extinguishers, Zevits said. Motor vehicle summonses were issued for uninsured vehicles, expired drivers licenses and failure to produce medical cards, Zevits said.

West New York resident Santos Mercedes said he doesn't understand why police pulled him over and inspect his van when he had a good inspection sticker and his paperwork is in order.

"I was just driving on Bergenline around 7:50 a.m. and I was stopped by a policeman and I gave him my license and registration and everything was up to date," Mercedes said. "I had in my bus like 25 passengers and he made me take out all my passengers in the middle of street. They have to go to work. Maybe some of them will lose their jobs."

Mercedes said that in the end, he was allowed to drive away with no citations, adding that last month his van was towed at a cost of $850.

The Prosecutor's Office's Insurance Fraud Unit has conducted more than a dozen surprise inspections of commuter vans in Hudson County over the past two years.

Judge Rejects Most of Law On Commuter Van Licenses - New York Times

By ANTHONY RAMIREZ

Published: March 24, 1999

Backers of the private commuter vans, often called ''dollar vans,'' that serve poor and working-class neighborhoods in Brooklyn and Queens, won a legal victory last week. If it stands, the decision is certain to sharply increase the number of licensed vans in New York City.

In a decision reached Thursday and made public yesterday, Justice Louis B. York of the State Supreme Court in Manhattan intervened in a six-year-old clash between Mayor Rudolph W. Giuliani, who backs licensing more vans, and the City Council, which does not.

Justice York struck down most of a 1993 law passed by the Council giving it the power to reject van licenses already approved by the Taxi and Limousine Commission, which is part of the Mayor's office.

There are 362 licensed vans in the city, carrying about 40,000 passengers daily. Among those vans are fewer than a dozen licensed vans approved by the City Council, which has rejected nearly all of the applications from the taxi commission. But estimates of the number of illegal vans vary from 1,000 to 5,000, with many operating part time and without regular safety inspections.

The dollar vans, which carry 20 or fewer passengers, first emerged in 1980 when a transit workers' strike disrupted bus service. Since then, the vans have continued in neighborhoods with little bus service. But van ridership has been hurt recently by the introduction of bus and subway discounts with the Metrocard. Proponents hail the vans as examples of free enterprise, but opponents -- notably the transit unions -- fear they may hurt mass transit.

Justice York ruled that the Council's law, known as Local Law 115, violated the constitutional separation of powers by allowing the Council to administer rather than write a law. ''This it cannot do,'' the judge wrote in a ruling on an October 1997 suit filed by the Mayor against the Council. The Mayor's suit followed a February 1997 suit filed by van operators against the City of New York. In that suit, Justice York ruled in favor of the van operators.

Megabus: Taking buses to the next level Call it prescient: In the past year, Megabus has expanded its operations to 25 cities in the United States and Canada as fuel costs have risen, giving travelers a cheap alternative to driving and flying when they need it most. The bus line keeps its fares extremely low—starting from $1 for the first few people who book seats on each bus—by selling tickets online and doing pickups and drop-offs in the centers of cities rather than at terminals. At the same time, Megabus hasn't skimped on quality—its double-decker fleet is equipped with free Wi-Fi, video screens, headsets, and seat belts. Plus, many buses run on biodiesel fuel. "We're conscious of what the traveling public wants," says Dale Moser, president and chief operating officer. "We're saving people money but still giving them a coach outfitted with the latest technology." Now even the 94-year-old grande dame of bus companies, Greyhound, is rethinking its business model. Greyhound joined with competitors this year to launch two bus lines, BoltBus and NeOn, with similar low fares and high-tech amenities. Megabus didn't start a trend, it reinvented bus travel for a new generation. —Jean Tang

The Downside of Low-Cost Buses
by Graham T. Beck
18 Sep 2008

On a recent Wednesday evening, Erin Brown waited for the Fung Wah bus to Boston with a dozen or so other people on a crowded Canal Street sidewalk. "It's such a crush - the people, the vendors, the cars, narrow sidewalks, narrow streets. I don't know why they leave from here, but the price is right," she said.

Brown is not alone in her sentiment. It often feels as though every inch of Chinatown is jam-packed. Cars clogs street from the Manhattan Bridge to the Holland Tunnel. Sidewalks overflow with tourists, workers and neighborhood residents. Stalls spill out from shops, and lately it seems that every few blocks there is a line of 20 or so people queuing up for an interstate bus.

The buses are nothing new. Since 1998, companies like Fung Wah, using spaces reserved for tour buses or agreed upon spots in the neighborhood, have run curbside operations, picking up and dropping off passengers. The recent surge in travel costs, though, has made more outfits see the benefits of such a low-overhead way of doing business. This means more buses jamming city streets and curbsides and more bus queues on already crowded sidewalks.

It has reached the point, according to City Councilmember Alan Gerson, where there now are more interstate bus pick-ups and drop-offs in Chinatown each day than there are at the Port Authority. Although the competition has driven down prices for travelers, it has created some difficult situations for neighborhood residents, passing pedestrians and local businesses.

September 26, 2008
Jet Set, Meet the Bus Bunch
By TRACIE ROZHON

KENNY BASCOM stood near the steering wheel of his BoltBus, just about to leave from West 33rd Street in Manhattan, bound for Washington. He called his passengers to attention.

"Can I put a rule in?" he asked. "This bus doesn't move unless you smile. And here's another thing: You got cellphones? Use 'em."

There was a buzz of disbelief.

Use the cellphones? Plug in the laptops! Chat with your fellow passengers and laugh - guilt-free - with a friendly driver at the helm and very comfortable seats all around you.

All for $25 or less, sometimes much less, depending on when you reserve. B.Y.O.F. (bring your own food).

Starting about a dozen years ago with the so-called Chinatown buses, which were the first to offer a minimum of frills (and schedules), Route I-95 between Boston and Washington has become jammed with cheap express buses with jazzy names and the design and Web sites to match: BoltBus (online, tap a key and watch lightning strike!), Megabus (a huge, cherubic driver is emblazoned on the side of the bus), DC2NY, Washington Deluxe and others.

Capitalizing on the success of those first Chinatown buses, the big boys got into the business - BoltBus is owned by Greyhound, and Megabus by a large Scottish transportation company, Stagecoach Group, through its subsidiary Coach USA. As the companies refine their service, the cheap express bus experience just keeps changing, competing to offer amenities: BoltBus now offers plugs for electrical appliances; Washington Deluxe has just added Dupont Circle to its list of Washington stops.

Judging by a recent round trip from New York to Washington - down on BoltBus, back on Megabus - the changes are being seen and, for the most part, appreciated by the passengers, a surprisingly diverse group.

Gotham Gazette - http://www.gothamgazette.com/article/transportation/20080918/16/2648

The Downside of Low-Cost Buses
by Graham T. Beck
18 Sep 2008

On a recent Wednesday evening, Erin Brown waited for the Fung Wah bus to Boston with a dozen or so other people on a crowded Canal Street sidewalk. "It's such a crush - the people, the vendors, the cars, narrow sidewalks, narrow streets. I don't know why they leave from here, but the price is right," she said.

Brown is not alone in her sentiment. It often feels as though every inch of Chinatown is jam-packed. Cars clogs street from the Manhattan Bridge to the Holland Tunnel. Sidewalks overflow with tourists, workers and neighborhood residents. Stalls spill out from shops, and lately it seems that every few blocks there is a line of 20 or so people queuing up for an interstate bus.

The buses are nothing new. Since 1998, companies like Fung Wah, using spaces reserved for tour buses or agreed upon spots in the neighborhood, have run curbside operations, picking up and dropping off passengers. The recent surge in travel costs, though, has made more outfits see the benefits of such a low-overhead way of doing business. This means more buses jamming city streets and curbsides and more bus queues on already crowded sidewalks.

It has reached the point, according to City Councilmember Alan Gerson, where there now are more interstate bus pick-ups and drop-offs in Chinatown each day than there are at the Port Authority. Although the competition has driven down prices for travelers, it has created some difficult situations for neighborhood residents, passing pedestrians and local businesses.

HASID LUST CAUSE CULTURE CLASH

OVER SEXY CYCLISTS

By RICH CALDER
Posted: 3:47 am
September 12, 2008

It's the Hasids vs. the hotties in a Brooklyn bike war.

Leaders of South Wil liamsburg's Hasidic community said yesterday that bike lanes that bring scantily clad cyclists - especially sexy women - peddling through their neighborhood are definitely not kosher.

The red-faced religious sect is calling on city officials to eliminate the car-free lanes on Wythe and Bedford avenues, and to delay construction of a new one planned for Kent Avenue.

...

The existing, one-way lanes are popular with North Williamsburg hipsters - many who ride in shorts or skirts.

The temporary lane planned for Kent Avenue would be a precursor to a 14-mile greenway stretching from Newtown Creek in Greenpoint to Sunset Park.

Hasids are forbidden from looking at members of the opposite sex who aren't fully dressed, said local activist Isaac Abraham.

Weisser and other Hasids said during a Sept. 8 community-board meeting that the lanes on Bedford and Wythe avenues should be eliminated if the neighborhood has to accept being part of the greenway.

The issue of dress - or lack of it - wasn't brought up at the meeting. Weisser and the other Hasids instead complained publicly about bike lanes allegedly causing parking problems and traffic congestion.

September 9, 2008,  4:19 pm
Fleet Owners Sue City on Hybrid Cab Rules
By William Neuman

A taxi industry group filed a lawsuit [pdf] in federal court on Monday seeking to block a city requirement that all new taxis meet stringent fuel efficiency standards that would make most cabs hybrid vehicles, a key part of Mayor Michael R. Bloomberg’s push to cut pollution and make city policies more sensitive to environmental concerns.

The city’s new taxi rule, which is set to go into effect on October 1, requires that all new taxis have a fuel efficiency rating of at least 25 miles per gallon for city driving, a standard that is currently met mostly by hybrid vehicles.

In the lawsuit, lawyers for the Metropolitan Taxicab Board of Trade, which represents large fleet owners, charge that the rule violates federal laws that say only the federal government can set rules on fuel efficiency and vehicle emissions. (The lawsuit was also filed on behalf of a driver and companies that own and lease cabs.)

The lawsuit also claims that hybrid taxis are unsafe, in part because they are smaller and lighter than the Ford Crown Victoria, the standard taxi cab for many years, making passengers and drivers inside the hybrids more susceptible to injury in an accident.

A spokeswoman for the city legal department declined to comment on the suit, saying that city lawyers had not yet received the legal papers. The Taxi and Limousine Commission has previously said that it is confident that the hybrid cabs are safe.

The New York City Police Department, with its 35,000 officers, has in recent years been on the front lines of the citywide decline in serious crime. It has protected visiting dignitaries like Pope Benedict XVI at events that drew thousands of people, and it has posted officers in foreign capitals to gather information on terrorism and trends that could threaten New York.

But the Police Department continues to be flummoxed by bicyclists riding together once a month.

July 10, 2008
City to Test Peak Rates for Parking Meters
By WILLIAM NEUMAN

Call it congestion parking.

In what amounts to congestion pricing for parking spaces, parking meter rates would double during heavy traffic periods in portions of Manhattan and Brooklyn as part of an experimental city program beginning this fall, officials said Wednesday.

The program's goal is to increase turnover in curbside parking spaces in the test areas - a section of Greenwich Village in Manhattan and a stretch of Kings Highway and adjacent streets in the Midwood neighborhood of Brooklyn - so that drivers will spend less time cruising in search of an open space, according to the transportation commissioner, Janette Sadik-Khan.

Cutting down on cruising will in turn decrease pollution and traffic congestion. It is also expected to decrease the number of drivers who double-park or park in bus stops.

"We've picked corridors that have a lot of congestion and a lot of cruising," Ms. Sadik-Khan said. "Dealing with the cruising and congestion problem we think will improve both mobility in the neighborhood and reduce pollution, and improve the quality of life also in those areas."

If successful, the program could be expanded, she said. The pilot programs are expected to begin in October and will last six months.

In the Village, the higher parking rates would be charged in an area that stretches from Houston Street to Charles Street and includes portions of Seventh Avenue South and Avenue of the Americas. Currently, the area has parking meters that charge 25 cents for 15 minutes, or $1 an hour. Ms. Sadik-Khan said the meter rates would likely increase so that 25 cents would buy 6 to 7 1/2 minutes, which would be the equivalent of $2 to $2.50 an hour.

The city took a tentative step this week toward fulfilling the dream of a certain kind of urban idealist, saying that it will explore the possibility of creating a bike-sharing program that could make hundreds or even thousands of bicycles available for public use.

“This is a really big deal,” said Wiley Norvell, a spokesman for Transportation Alternatives, an advocacy group for cyclists, pedestrians and transit riders. “In the realm of things you can do to boost bicycling in a city, bike-share is at the top of the list.”

The city asked companies and organizations interested in running a bike-sharing program to provide assessments of how it could work.

A similar program was started last year in Paris, using thousands of bicycles. A program with 120 bicycles was started earlier this year in Washington.

Truck Hits Bus; Bus Crashes Into Bank

NEW YORK (WCBS 880)  -- One person is dead and four people are injured after an out-of-control dump truck coming off the Manhattan Bridge slammed into a waiting bus that was loading people for a trip to Boston.

The dead was a 57-year-old pedestrian.

Photo Gallery - Chinatown Bus Crash

That Fung Wah bus that is now jammed into the side of the United Commercial Bank at Canal and The Bowery
 
An entire traffic light has been brought down by this accident. Police are still on the scene investigating.

The impact of the collision caused the bus to go into the plate glass window of the bank, so that's smashed, and so is the bus's front window.

Judge Approves Deal to Settle Suit Over Wage Violations

The Price of Delivery (The Brian Lehrer Show: Friday, 06 June 2008

Shih-Ching Tsou and Sean Baker , co-directors of Take Out , talk about their film which chronicles a day in the life of an illegal immigrant struggling to pay off his smuggling debt.

Why You Should Be In New York July 1st

ctivists estimate that half the billboards in New York City are illegal. Between fudged permits, lack of enforcement, and millions in profit, outdoor advertising has become a corporate black market that wont flinch at breaking laws to get your attention. On July 1st, the Anti-Advertising Agency and Rami Tabello of IllegalSigns.ca will give a free workshop teaching you how to identify illegal advertising and get it taken down. You will leave this workshop equipped to have illegal signs removed in your neighborhood.

April 15, 2007
Chinatown
Casino-Bound, Complaints in Their Wake

By CASSI FELDMAN

Around 8:30 p.m., a fat gray bus bound for Atlantic City pulls up on Division Street in Chinatown. Its doors wheeze open, and a line of riders shuffle into formation, clutching pink tickets and plastic shopping bags, and sucking a few final drags from their cigarettes before flicking them away.

The ritual takes no more than 15 minutes, but it happens dozens of times a day as buses headed to Trump Plaza, Foxwoods or other casinos load and unload passengers in the V formed by the Bowery and Division Street.

Now, citing pollution and noise, neighbors say they want the buses to find a new home.

"You can feel a toxic film in our yard," said Justin Yu, vice president of the co-op board at Confucius Plaza, a 44-story complex that overlooks the site. "It's very unhealthy."

While numerous bus companies operate out of Chinatown, Mr. Yu and his neighbors are particularly concerned about casino buses because their informal hub is a block shared by hundreds of senior citizens, an elementary school, a kindergarten and a day care center.

tour titled South Asian on City of Memory

City of Memory

City of Memory is brought to you by City Lore; a not-for-profit organization, founded in 1986 which produces programs and publications that convey the richness of New York City\'s cultural heritage. To find out more information about City Lore and our projects go to citylore.org

Dreams and Desperation on Forsyth Street

By Robin Shulman

Washington Post Staff Writer

Sunday, May 25, 2008;

Page A02

NEW YORK -- The view from the lens of photographer Mark Weiss's camera is of a treacherous world of cab drivers weaving into bike lanes, of double-parked delivery vehicles, of car doors opening suddenly, of pedestrians wandering blindly and of narrow passageways between trucks. It is the world of the Manhattan bicycle commuter, which Weiss captures on a camera affixed to a bar on his single-gear bike.

City officials, hoping to make commutes like his less treacherous, have created a seven-block experiment of a bike lane on Ninth Avenue. Here, concrete dividers and a row of parked cars shield a bike lane from the street and its traffic. Low mini-traffic lights show when cyclists have the right of way. Bike commuters, messengers and delivery people peel down perfectly smooth paths.

"It would be nice if that were everywhere," said Weiss, 45.

The city is planning to create another protected lane on Eighth Avenue, part of an effort to encourage cycling in New York, where bike use has increased by 75 percent since 2000, to about 130,000 commuters a day. The city hopes to double current bicycle use by 2015 and to triple it by 2020.

"We've run out of room for driving in the city. We have to make it easier for people to get around by bikes," said Janette Sadik-Khan, the city's transportation commissioner, who herself bikes to work. She is installing covered bike racks that resemble bus shelters, distributing thousands of free helmets, and expanding a small network of bike lanes to 400 miles by next summer (out of 6,000 miles of city streets).

East Side A New Study Faults Plazas as Public in Name, Private in Look

MICHAEL KEANE is not sure if any New Yorker, however brash and ill-mannered, feels comfortable walking into a restaurant, past the host’s podium and into the outdoor seating area, sitting down at a table set with silverware and unwrapping a brown bag lunch.

The question, for Mr. Keane, an urban planner, has less to do with dining etiquette and more with the fact that the outdoor seating area of the restaurant in question, Caliente Cab Company, at East 33rd Street and Third Avenue in Murray Hill, is a designated public space.

There are more than 500 privately owned public spaces in the city, mainly concentrated in Midtown and downtown Manhattan, where, since 1961, developers have been allowed to build taller buildings if they, in turn, agreed to have such spaces open to all.

But in a recent eight-month study of 77 privately owned public spaces on the East Side, Mr. Keane concluded that 30 of them, including the one at Caliente Cab Company, had obstacles to public access that included padlocked gates, piles of garbage and spikes on supposed seats. Mr. Keane called the Caliente Cab situation an example of “commandeering,” with the cafe’s customers monopolizing that particular outdoor space.

“There are plenty to choose from,” Mr. Keane said of the neighborhood’s public plazas. “Whether or not you can use them when you get there is another story.”

MICHAEL KEANE is not sure if any New Yorker, however brash and ill-mannered, feels comfortable walking into a restaurant, past the host’s podium and into the outdoor seating area, sitting down at a table set with silverware and unwrapping a brown bag lunch.

The question, for Mr. Keane, an urban planner, has less to do with dining etiquette and more with the fact that the outdoor seating area of the restaurant in question, Caliente Cab Company, at East 33rd Street and Third Avenue in Murray Hill, is a designated public space.

There are more than 500 privately owned public spaces in the city, mainly concentrated in Midtown and downtown Manhattan, where, since 1961, developers have been allowed to build taller buildings if they, in turn, agreed to have such spaces open to all.

But in a recent eight-month study of 77 privately owned public spaces on the East Side, Mr. Keane concluded that 30 of them, including the one at Caliente Cab Company, had obstacles to public access that included padlocked gates, piles of garbage and spikes on supposed seats. Mr. Keane called the Caliente Cab situation an example of “commandeering,” with the cafe’s customers monopolizing that particular outdoor space.

“There are plenty to choose from,” Mr. Keane said of the neighborhood’s public plazas. “Whether or not you can use them when you get there is another story.”

May 15, 2008
It's No Hallucination: Polka-Dot Buses Aim to Cut Travel Time
By JENNIFER MASCIA
No, there are no illegal drugs being handed out as passengers begin their morning commutes: For the past few weeks, those seats on the M23 crosstown bus really have been decorated with light and dark blue bubbles.

The new upholstery is probably the most conspicuous feature of Select Bus Service, an experimental project by the Metropolitan Transportation Authority, with the support of the city and state Departments of Transportation, to improve service on congested routes.

The project, the result of several years of study, draws on several elements of Bus Rapid Transit, a system of bus operating practices used in cities around the world. The system's main elements will eventually include bus shelters where passengers pay the fare before boarding; fewer stops and greater distances between stops; dedicated bus lanes with a distinctive color and lettering; direct routes with frequent service that supplements, but does not replace, regular local bus service; and electronic signals that give the buses priority (a few extra seconds) if a traffic signal is about to switch, say, to yellow from green.

If the project is successful and put into place citywide, it could prove to be a great relief for customers who have long complained about the snail-like pace of city buses, especially the crosstown buses in Manhattan. It could also mark one of the starkest changes for bus riders, who for more than a century have been accustomed to dropping their change - or now, dipping a MetroCard - into the fare box upon boarding.

Under the new system, customers will pay before boarding, collecting a proof of purchase from a fare dispenser, similar to a MetroCard vending machine or Muni-Meter parking ticket machine, in the bus shelter.

By Heather Murray

Although Community Board 3 Chairperson David McWater has said the board won't ask the Department of Planning to expand a 114-block East Village/Lower East Side rezoning plan to include the Bowery and Chinatown, a coalition determined to expand the rezoning's area is working to mobilize the community.

The Coalition to Protect Chinatown and the Lower East Side was formed earlier this year to promote rezoning all of Community Board 3. The umbrella organization includes the Chinese Staff and Workers Association, National Mobilization Against Sweatshops, Bowery Alliance of Neighbors, Two Bridges Neighborhood Housing Council, the Sixth Street Community Center, Asian American Legal Defense and Education Fund, the Chinese Restaurant Alliance and the Community Coalition Against the Business Improvement District.
The original rezoning study that jumpstarted the plan was brought to the community board in 2005 by the East Village Community Coalition. The coalition was formed in 2004 to fight Gregg Singer's high-rise dormitory plan on the site of the old P.S. 64 on E. Ninth St.

...

C.S.W.A.’s Lee is worried that if the areas surrounding Chinatown are rezoned, it would entice developers to buy up property on the Bowery and in Chinatown. She feels for this reason it’s the Chinatown developers who are pushing for the redevelopment plan, not the working class.

“The community board, too, has a role to represent the entire community, not to draw a circle around where the leaders live,” Lee said. “They also need to represent the community, instead of pushing the government’s racist agenda upon the people, instead of becoming the mouthpiece for the developers in this community.”
Hoon Kim first spoke on behalf of the National Mobilization Against Sweatshops at C.B. 3’s January meeting.

Schumer Reveals: Safety Gap On Inter-City ‘Chinatown’ Buses; Rated Dangerously Low On Safety By Feds

Two Buses Recently Caught on Fire Mid-Ride; Passengers Were Lucky to Escape Lawmaker Urges Feds to Hold More Surprise Inspections, Devote More Staff to Low Fare Carriers, and Disclose Safety Ratings for Shadow Bus Companies

U.S. Senator Charles E. Schumer today revealed that cheap “Chinatown” bus services and a number of other bus tour providers are sorely lacking in passenger safety. According to Federal criteria, Chinatown buses do much worse than other companies in several Safety Evaluation Areas (SEA), which rate a bus services’ drivers, vehicles, and overall safety management. Recent accidents on a few of these ‘Chinatown’ buses have raised serious questions about the safety of passengers riding to and from New York City to a variety of other cities on the East Coast. An examination of publicly available ratings and statistics show that low-cost, ‘Chinatown’ buses score dramatically lower than other bus services.

Schumer is urging the Federal Motor Carrier Safety Administration (FMCSA), the federal government agency which is charged with the responsibility for buses nationwide, to fully investigate past incidents, increase the number of surprise inspections, make sure that safety ratings are clearly disclosed on buses for riders to see, and ensure that no bus that does not meet a minimum passing rating can drive out of the station loaded with passengers.

NEW YORK, NY September 15, 2005 -New Yorkers who like to travel on the cheap know about all about the "Chinatown bus." Fifteen dollars to Boston. Twenty to Washington. Twelve to Philadelphia.

The companies that run these somewhat chaotic cash businesses started out several years ago, ferrying Chinese restaurant workers up and down the East Coast. But thrifty travelers caught on, and now a series of companies carry college students, professionals, and anyone else looking for a low-priced convenient trip. It's estimated that about 350 buses leave New York's Chinatown a week.

But a pair of fires in recent months has prompted some federal and state officials to take a closer look at the safety of the buses, and the companies that run them. Reporter Lizzie O'Leary has more.

10. Xincheng Bus Company

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Chinanews

10/23/2007 

IN 2002, when the car-sharing company known as Zipcar brought its first 10 small Volkswagens to the city, an article in the Automobiles section of The New York Times offered the speculation that the venture's cars might one day "become as familiar to New Yorkers as the pushcart hot dog vendor."

More than five years on, that prediction is closer to being true. The company has 1,100 vehicles in the city, which can be picked up at more than 100 different sites.

But as the company grows, it has bumped into a problem facing so many New Yorkers: scarce and expensive parking. Zipcar says it raised rental rates last month in part because of this cost, and as the company expands further outside Manhattan, it finds itself struggling to stay a step ahead of the developers who are buying up the city's empty lots.

EVEN on a quiet evening last week, without a construction worker in sight, there were signs of the neighborhood strife that has taken over a stretch of 70th Street in Dyker Heights, Brooklyn. A blue tarpaulin was draped over an unfinished porch renovation, and in front of that house, behind barriers and yellow tape, was a smooth, pale new stretch of sidewalk, sloping gently down toward the street.

This, in regulatory parlance, was a curb cut, and it was the focus of a dispute that has pitted neighbor against neighbor on a quiet stretch of narrow attached brick houses for the past year.

Gus Englezos, the owner of the house and the author of the curb cut, says he spent $60,000 fighting for permission to build a driveway and free himself from searching for parking spaces on the street.

But in the opinion of the block association president, Josephine Beckmann, who is also the district manager of the local community board, the streetscape has been marred, not to mention the fact that there is now one fewer public parking spot. And the Dyker Heights Civic Association says the city's decision in Mr. Englezos' favor, which it is appealing, could set a pernicious precedent and lead to similar turmoil on dozens of other blocks.

Ghost Bikes

Ghost Bikes are small and somber memorials for bicyclists who are killed or hit on the street. A bicycle is painted all white and locked to a street sign near the crash site, accompanied by a small plaque. They serve as reminders of the tragedy that took place on an otherwise anonymous street corner, and as quiet statements in support of cyclists' right to safe travel.

The first ghost bikes were created in St. Louis, Missouri in 2003, and they have since appeared in at least 30 cities throughout the world. For those who create and install the memorials, the death of a fellow bicyclist hits home. We all travel the same unsafe streets and face the same risks; it could just as easily be any one of us. Each time we say we hope to never have to do it again -- but we remain committed to making these memorials as long as they are needed.

Salisbury, Harrison E. "Youth Gang Members Tell of Lives, Hates and Fears; City's 'Shook-Up' Youth: Their Lives are Found Lacking in the Basic Securities." New York Times 25 March 1958: 1.

Negron-Muntaner, Frances. "Feeling Pretty: West Side Story and Puerto Rican Identity Discourses." Social Text 18.2 (2000): 83-106.

West Side Story is often hailed as an intimate look at street life in poor, racially divided New York neighborhoods, but this paper argues that the film's dealings with New York City gang life is superficial and uninformed. There is agreement that, while dealing very generally with relevant themes, the story is not intended to realistically represent Puerto Rican immigration or culture. The creators of the play and film admit that their knowledge was limited even during the film's production.

The film portrays the Puerto Rican identities in a stereotypical manner--the males are all violent, aggressive gang members, while the females are all highly sexualized, whether overtly (Anita) or innocently (Maria) and rarely seen without a male escort. Racialization, or the collection of techniques used to enhance the racial divides, is the cause of much of the film's tension. Makeup is used to make Bernardo's skin darker, both Maria and Bernardo have obviously falsified Puerto Rican accents, and the European-descended Jets all happen to be blonde-haired. Negron-Muntaner notes that without these tricks, all the actors would appear to be simply American. The Puerto Ricans are presented throughout the film amidst a generic "Latino" culture of bright colors, broad movements, and unidentifiable music and accents. One particularly persuasive point for the racial inequality shown by the story's creators is the relative quality of a Puerto Rican vs. American life. Maria was brought to the U.S. to marry Chino, another Puerto Rican, but only finds happiness (and self esteem, as evidenced by her song, "I Feel Pretty") when she receives the affections of Tony, a white man.

The other important topic discussed in this paper is the issue of Puerto Rican/U.S. territoriality. Puerto Rico is the U.S.'s most significant territory, and the turf war between the Jets and the Sharks somewhat reflects the colonial relationship between the U.S. and Puerto Rico. As Negron-Muntaner explains, "Puerto Rico itself belongs to, but is not a part of, the United States; it is bound by the law but has no rights under the law" (86). So it is with the Puerto Rican characters of West Side Story; they are citizens of New York but "belonging" is just as out of reach as it would be for Puerto Ricans still living on their home island. The article also touches upon the themes of homosexuality and gender identity in the film, notably in the characters of Baby John and Anybodys, but as these claims are not as well argued or supported, nor readily apparent upon a more-or-less casual analysis of the film, the articles focus is on the racial themes.

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Editorial

Chinatown bus chaos

Chinatown's private bus business is booming. That this industry has grown to its current level in a little under 10 years is amazing. The rates are cheap and if one is not too fussy these rides are just the ticket.

Yet, while the busy bus business is good news for Chinatown's economy over all, it also has brought a host of problems that are affecting Chinatown as well as the Lower East Side.

The buses increase traffic, pollution, noise, garbage and even violence, due to the fights that sometimes flare between rival operators in their competition for passengers. Police say it's hard to oversee these problems because the buses are so spread out. And the buses' picking up at the curb at scattered locations means traffic is being impacted in a haphazard, irrational way. Residents, in particular, are feeling the bus invasion's effects.

As The Villager reported last week, the city recently proposed a 30-day pilot program under which all the Chinatown interstate buses would be shunted toward the end of Pike St., with no more than seven dropping off or picking up at any one time. However, neighbors at Knickerbocker Village and the Rutgers Houses opposed the idea and so did Community Board 3.

By Loretta Chao
...
As convenient as the service is for riders however, drivers say the work is extremely difficult and unrewarding. Each driver has to buy, insure, and sign their buses up with a company, which then gets a cut of their daily earnings. Zhou, for example, makes seven round trips everyday during the winter and gets to save less than $100.

"I have worked 365 days for four years now," said Zhou, who lives in Flushing with his wife and 3-year-old daughter. "Just think - I've never taken a vacation, not even for one day. I haven't even had time to get sick.

"It's just unbearably hard. I don't know English. When I go out I feel like I'm mute. Everything I learned in school is useless," he said.

And while customers are plentiful, the increasing number of vans has led to bitter and sometimes violent rivalry over the past six years. Police arrested the drivers involved in a string of murders as part of what they called a "bus war" in January 2003, but investigators said minor offenses like tire slashing and window breaking often went unreported. With some drivers working until 11 o'clock at night, they face other dangers as well.

ON a weekend stroll down Prince Street in SoHo, past the vendors with foldout tables heaped with jewelry and movie scripts, the crowds flocking in and out of the Apple store, and the milling clusters of overtired out-of-towners, it might seem hard to imagine that the neighborhood could suffer from more foot-traffic congestion than it already does.

But that peril, along with the daunting prospect of still more tourists, is the main reason many local residents oppose a plan suggested this month by the city's Department of Transportation to declare summer Sundays on Prince Street car-free from 10 a.m. to 6 p.m.

The plan drew heated opposition from about 200 people at a meeting on March 11 of the Traffic and Transportation Committee of Community Board 2.

On Thursday night, the full board voted to reject the idea, asking the department to explore car-free zones in a different form or perhaps on a different street.

Posted on: Wednesday, 23 May 2007, 15:00 CDT

By DAVID A. MICHAELS, STAFF WRITER

A minibus company that began as an informal service catering to immigrants in Passaic County now carries more commuters between Paterson and New York than NJ Transit.

While critics have scoffed at the worn-out appearance of some minibuses, riders praise the Spanish Transportation company for its inexpensive and frequent service.

Even state transportation officials acknowledged that Spanish Transportation has evolved into an essential commuter service for a growing region that demands more mass transit than the state can supply.

"Our elected officials have realized the services we provide to the cities are a necessity," said Norberto Curitomai, the founder and president of Spanish Transportation. "We provide a quality public transportation, at lower rates that is maybe not provided by New Jersey Transit."

...

Curitomai's drivers make express trips in about 45 minutes compared with an hour or more on NJ Transit's long, winding circuits. His buses carry an estimated 30,000 daily passenger trips, Curitomai said.

Yet his success hasn't hurt NJ Transit's Paterson business. The state agency's revenue grew 18 percent between 2002 and 2006.

Source: The Bergen Record 

By David Abel and Kristen Green, Globe Staff and Globe Correspondent | September 6, 2006

AUBURN -- Thirty-four people were injured yesterday after a speeding Boston-bound Fung Wah bus rolled over on an Interstate 290 offramp, State Police said.

SafeStat, short for Motor Carrier Safety Status Measurement System, is an automated data-driven system that calculates the safety fitness on motor carriers.

What is SafeStat?

• SafeStat was developed at the Volpe Center for the Federal Motor Carrier Safety Administration (FMCSA).

• Data used are maintained and managed at the Federal level by the FMCSA.

New York(156 E Broadway) <--> Philladelphia
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NOTE: Standard disclaimers apply; this website/webpage is provided to you "as is" with no warranties of any kind either express, or implied. While all effort was made to ensure the accuracy of the information on this webpage, the author does not accept any responsibility, or liability for any omissions, or errors. Please verify all information before you make any decisions.

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March 16, 2008
Gowanus
Where Did All the Truckers Go?
By DEBORAH KOLBEN

...

In the last couple of years, the high-end boutiques, cafes and restaurants that transformed Fifth Avenue have been spilling onto Fourth Avenue. But few residents expected Third Avenue to start going upscale so quickly, and some are already fearful that Park Slope and Carroll Gardens will merge to form one big brownstone Brooklyn neighborhood.

“They’re going to call Gowanus ‘West Park Slope’ or ‘East Carroll Gardens,’ ” Ms. Yurick said with a grimace. “It’s a joke. This is a truck route.”

The first major sign of gentrification on Third Avenue arrived in the beginning of February, when Bar Tano, an Italian restaurant with large glass windows and a bar that serves 40 types of Scotch, opened at Ninth Street in an abandoned storefront opposite a tire repair shop. Entrees include braised short-rib sandwiches with caramelized onions and homemade potato chips for $15, not exactly the plate of chicken and rice on the menu for $4.50 at Sonia’s, a Latino restaurant across the street.

It's official: There really is nowhere to park in Lower Manhattan.

A long-awaited city study has found that the area is so choked with vehicles using government-issued parking placards that there is little if any room for those without placards - in other words, most drivers - to park.

In the financial district alone, the study found that on a typical workday, there were three times as many cars without placards trying to park as there were on-street spaces for them.

Over all in Lower Manhattan, the number of private vehicles exceeded the legal spaces by almost 30 percent, and many drivers, bypassing costly garages, were taking their chances by parking illegally. The study was released Friday by the city's Transportation Department.

...

"It's one of the worst neighborhoods you could park in," said Mike Singh, 52, a contractor from Queens who parked his sport utility vehicle on Friday by a fire hydrant near Hudson and Harrison Streets in TriBeCa. "It's beyond everything. You're going all over, looking, and you see nothing."

Mr. Singh said he often parks illegally and pays someone to sit in his truck all day and to move it if a parking agent appears.

THE ASSOCIATED PRESS

8:25 AM EDT, March 11, 2008

Travelers between Boston and New York will soon have another low-cost option.

Greyhound Lines is partnering with Springfield-based Peter Pan Bus Lines to launch the "Boltbus." The coaches will offer wireless internet, plenty of leg room and one-way fares as low as $1.

The Boltbus will compete with other low-cost carriers such as Fung Wah. Bus companies say dissatisfaction with air travel delays and traffic congestion have an increasing number of travelers turning to old-fashioned bus service as an alternative.

Greyhound plans to keep Boltbus fares low by selling most of its tickets online. Company spokesman Dustin Clark says fares will be set at market value but he expects there to be at least some $1 fares for each trip.

The Boston-New York service is scheduled to begin in April.

BOLT Bus

A new bus service is launching between D.C. and New York City.

Secaucus, N.J.-based Boltbus, a division of Greyhound Lines Inc., said tickets went on sale Monday for the service that will start March 27.

Boltbus will run between Metro Center at 11th and G streets NW and two stops in New York City -- near Penn Station at 33rd Street and 7th Avenue and in south Manhattan at 6th Avenue and Canal Street.

Boltbus will compete with the Washington Deluxe, Apex Bus, Vamoose Express and DC2NY, a service that started in July 2007 between Dupont Circle and Penn Station in New York with a stop at the McPherson Square Metro station.

DC2NY launched in July and marketed the service by offering free water and high-speed wireless Internet service onboard.

Boltbus is not only also offering wireless, but it is also using a first-come first-serve incentive to sign up riders.

The company said one-way tickets start at $1 plus a 50 cent booking fee and become more expensive as the bus gets full. Also, Boltbus is offering a free one-way ticket for every eight round trips purchased.

Tickets for each bus company vary, but are typically between $30 and $40 round trip, which is significantly cheaper than Amtrak's cost of about $140 and up for a round-trip ticket.

The buses tend to attract travelers and students who are looking for an affordable way to get between the cities.

Boltbus said it will offer eight trips daily, starting at 7:30 a.m. from D.C. to New York.

By DANIELA GERSON
Staff Reporter of the Sun
February 14, 2006

For travelers in search of a cheap bus ticket, once almost impossible to find outside of Chinatown, there is now a growing market servicing Midtown. And often the new bus lines are run not by Chinese immigrants but by chasidic Jews.

Betty Ungar, the mother of 10 children, said she got the idea of starting a low-fare bus company while on vacation.

"It was so expensive," Mrs. Ungar, 50, said of traveling on a conventional bus line. "I decided I could do something better and at a much better rate, and I did it." Her service got started, she said, nearly four years ago.

The voice on the other end of the line sounded wary. "We're too busy to talk right now," said the man at Fung Wah Bus Service in New York City, before hanging up.

Such reticence is perhaps understandable: The granddaddy of ultra-cheap Chinatown bus services, Fung Wah has had its share of bad publicity in recent years. Last year, two of its buses caught fire on the road, and its federal safety ratings were low enough to prompt U.S. Sen. Charles Schumer, D-N.Y., to call for an investigation.

Mr. Schumer may have had a personal interest in checking up on Fung Wah: His daughter, he said, has friends who use the carrier to commute back and forth from college in Boston to New York. Fung Wah, which means "magnificent wind" in Chinese, was the first of the so-called Chinatown bus services to appear in 1998 to serve the children of Asian immigrants commuting to college in Boston.

Since then, dozens of other carriers have popped up, with names like Lucky River, Double Happiness, Eastern Travel and Dragon Coach, mostly picking up and dropping off passengers in a particular city's Chinatown. But their clientele has expanded beyond the Chinese community, mostly to young, white, cash-strapped college students willing to put up with long lines and -- in some cases -- broken air conditioning or toilets.

BICYCLES are everywhere in this eight-story building: bicycles leaning in the hallways, bicycles parked in the stairwells, bicycles nestled two deep in the single-room dwellings shared by three or four men.

The sprawling landmark building, at 31st and Broadway, is nestled in the middle of Manhattan's wholesale district. Its central, though unglamorous, location appeals to its most notable tenant population: Chinese deliverymen. An alternative to farther-flung quarters in Chinatown or Flushing, this outpost is only 10 minutes by bicycle to restaurants in Murray Hill, 20 minutes to those on the Upper West Side, 20 minutes to the Upper East Side.

Every morning around 10, the bicycles make an exodus as dozens of Chinese immigrants step out of the building and glide down 31st Street, their spinning wheels gently clicking.

At night, the process reverses. The men return, their bicycles casting long shadows under orange-tinged streetlights. Until last year, dozens of bicycles were chained along the scaffolding at night. Then the building was sold. The new management insisted that no bikes be left outside. So now the bicycles, seats covered with white plastic bags and frames fortified with duct tape, are taken into the cramped rooms.

For these quiet and nearly invisible deliverymen with few English skills, a bicycle is a lifeline. They often buy their bikes from black-market vendors who come by the restaurants. The prices are as low as $30 for creaky old models and as high as $80 for models with better maneuverability.

There is a tacit understanding that these bicycles are mostly stolen. The deliverymen shrug this off. After all, they are very often the victims that the bikes are stolen from.

Many of the men, having paid $30,000 to $65,000 to be smuggled into the United States, have not seen their children for years. Some, with orange-spiked hair and an enthusiasm for video games, are barely children themselves.

Home, which for most is Fujian Province in southern China, is reduced to photographs tucked into wallets, phone calls after work for as low as 2 cents a minute, and a firm determination that one day they will go back.

Most earn $1,000 to $1,500 a month, mostly from tips. "We can't do anything else because we don't speak English," said Chen, 37, who lives with three other men in a 10-foot-by-12-foot room. Two of his roommates are deliverymen: Lin, 55, who hasn't seen his family for 12 years, and baby-faced Little Chen, 22, who just arrived in New York.

In a corner of the room, behind the door, sat two bicycles, and just outside, a third one.

Copyright 2005 The New York Times Company

Driving Mr. Baby

ON most days, Matthew Davis, a 28-year-old portfolio manager, can count on spending about two hours getting to work and another two hours getting home. That's going against the tide of commuters going into New York City for work. Mr. Davis, who rented an apartment in Park Slope in Brooklyn when he landed a job in the securities industry in New York, found himself not on Wall Street, but in Ronkonkoma, working for a financial services management company.

He starts his morning with a stop for tea and a bagel at his neighborhood delicatessen, and walks 30 minutes or takes the subway to the Flatbush Avenue terminal of the Long Island Rail Road. In Jamaica, Queens, he changes trains and settles in for a 60-minute ride to his company's office near MacArthur Airport, deep in Suffolk County. There, he keeps a car for the last leg of the commute, a total of two hours each way. "Usually, until I get to Mineola, I have to stand, but then I find a seat and read the paper," he said. "I tried to find an apartment closer to work, but after 20 minutes of driving, I still wasn't anyplace that was close to anything. I really like living in the city."

Mr. Davis is among the some 300,000 people who live in New York City and make their way to jobs in the suburbs every day, part of a fast-growing segment of the work force that has turned the traditional idea of bedroom communities on its head. The group includes young workers in high-skilled professions, as well as tens of thousands of others up and down the income spectrum who prefer city living or cannot afford the suburban dream.

In the first counterterrorism strategy of its kind in the nation, roving teams of New York City police officers armed with automatic rifles and accompanied by bomb-sniffing dogs will patrol the city's subway system daily, beginning next month, officials said on Friday.

Under a tactical plan called Operation Torch, the officers will board trains and patrol platforms, focusing on sites like Pennsylvania Station, Herald Square, Columbus Circle, Rockefeller Center and Times Square in Manhattan, and Atlantic Avenue in Brooklyn.

Officials said the operation would begin in March.

Financing for the program will be funneled to the Police Department and will come from a pool of up to $30 million taken from $153.2 million in new federal transit grants to the state.

Michael Chertoff, the secretary of homeland security, and Gov. Eliot Spitzer announced the grants at a news conference on Friday at Grand Central Terminal, where Police Commissioner Raymond W. Kelly outlined his plans to add a layer of security to the city's 24-hour transit system.

Grrridlock

TRAFFIC, apparently, hits a nerve.

In the wake of Mayor Bloomberg’s proposal to calm Manhattan traffic through a plan called congestion pricing, the City section asked its readers to offer their own solutions for easing the borough’s traffic woes.

More than a hundred responded, proposing ideas ranging from the wonky to the off-the-wall. Ban cabs. Ban private cars. Close streets. Add lanes.

Here are 20 of their suggestions, with assessments by two local experts on traffic: Jeffrey Zupan, a senior fellow for transportation at the Regional Plan Association in New York, and John Falcocchio, a professor of transportation planning at Polytechnic University in Downtown Brooklyn.

Although Mr. Zupan’s group supports the mayor’s plan, and Dr. Falcocchio argues that congestion pricing should be used only as a last resort, both experts said they were impressed over all by the suggestions. “The readers did very well,” Mr. Zupan said. “They also generated some thinking on my part.”

WHEN Maurice Fox, a vice president for a development firm, heard that an acre of land four blocks from the Valley Stream Long Island Rail Road station was for sale, he told his boss at the Dennis Organization, and "we jumped on it."

Next week, the developer will start laying the foundation for a $26 million 90-unit condominium complex with 37 one-bedroom units starting at $325,000, and 53 two-bedroom units starting at $395,000. Sales haven't begun yet, but Mr. Fox said there were 293 names of potential buyers on a waiting list.

The main selling feature of the complex, called Hawthorne Court, is its proximity to the station, which offers a 32-minute commute to Manhattan by express train, he said. With so many young commuters and empty nesters living in the area, he added, "I realized that Valley Stream is in dire need of it."

Mayor Michael R. Bloomberg's plan to ease traffic congestion by charging motorists who drive into the busiest parts of Manhattan would cost hundreds of millions of dollars for new bus and subway services and mass transit improvements to accommodate tens of thousands of new riders, transportation officials say.

The Metropolitan Transportation Authority, in a report to a commission created to evaluate the mayor's plan, estimated that expanded transit service and capital improvements for city and suburban riders who would give up their cars to get into Manhattan over the next five years would cost $767 million.

The total, the authority said, comprised $284 million in 2008 and 2009 for 367 new city and suburban buses, 46 new subway cars and many station renovations and service enhancements; $163 million for other subway and bus improvements from 2010 to 2012, and $320 million for two new bus terminals in Queens and Staten Island.

ANYONE who spends much time in the vicinity of East 86th Street, on the Upper East Side, is well acquainted with congestion. The street is one of the main two-way routes between the East River and Central Park, and on any given day it is home to a glut of vendors' tables and vans, to city buses, to delivery trucks, to commuters rushing to and from the subway past gaudy store displays - and to residents.

For all these people, it might seem that a sweeping plan to tame the traffic, like the mayor's congestion pricing plan currently being discussed by the state's New York City Traffic Congestion Mitigation Commission, would be a hit. But on this particular street, the plan has been a tough sell. The street represents the northern boundary of the zone that drivers would have to pay to enter during business hours on weekdays, and some people in the area fear that the fees will make life in the border zone even more chaotic.

Elaine Walsh, president of the East 86th Street Merchants and Residents Association, has a list of questions: Will residents who park in the area and drive to work outside the zone have to pay to leave? What about people who pass in and out of the zone while looking for parking spots? Will businesses just inside the line suffer?

PARIS, Sept. 29 - Mayor Michael R. Bloomberg, on his first trip here since he took office, acknowledged the challenges of bringing home a popular Parisian bike rental program the administration is exploring, saying he was unsure it would translate to New York.

Noting challenges like roads damaged by seasonal changes, the lack of bike lanes, liability problems and the possibility that commuters would not want to carry helmets to work, Mr. Bloomberg said: "You try to see whether it fits, and some parts of it will, but it may very well give you an idea to do something totally different."

Under the program, which started in July, thousands of bicycles are docked along Paris streets, and customers can rent them after buying a membership ranging in time from a day (about $1.30) to a year (about $38). Members pay by the half-hour, with the first 30 minutes free. To discourage long rides, the fee rises from $1.30 for the second half-hour to $5.20 for the fourth.

Judging from the lines of empty consoles in the city center and the ubiquity of riders, even in the rain, the program has been a hit here, despite occasional technical glitches and a lack in some places of empty spots to return a bicycle. One official told Mr. Bloomberg that 100,000 people had signed up for yearly membership and that customers had taken more than 5 million rides.

Whether such a system could survive in New York, where bike theft is common, remains to be seen. Lionel Bordeaux, a press officer for City Hall here, said the fact that all fees were paid by credit card, and a roughly $200 charge for unreturned bikes, discouraged stealing.

The commission created to come up with a plan to ease traffic in New York City met for the first time yesterday and began its debate on whether Mayor Michael R. Bloomberg's proposal to charge motorists who drive into the busiest parts of Manhattan is the best way to proceed.

The 17 members of the group, which met at Baruch College in Lower Manhattan, include transportation officials, politicians and civic leaders. Most of them are thought to be in favor of the mayor's idea, but whatever plan they agree upon must be approved by the State Legislature and the City Council.

The Metropolitan Transportation Authority yesterday proposed charging people less if they ride subways or buses during off-peak periods, in hopes of easing overcrowding during the commuting rushes.

Under the plan, however, most riders would be hit with steep increases, as the authority seeks to generate $580 million from fare and toll increases during the next two years.

Mayor Michael R. Bloomberg’s congestion pricing plan may be facing harsh criticism from opponents these days, but the findings of a new national study offer a sobering wake-up call: drivers who commute between New York, New Jersey and Connecticut are wasting more time and money sitting in traffic than ever before.

According to the new study, the average motorist in the Tri-State area spent about 46 hours bogged down in rush-hour traffic in 2005, up from an average of only 15 hours two decades ago in 1985. Those 46 hours are the equivalent of six full work days, seven night’s of sleep, or five days of school — all of them wasted on roads and highways because of accidents, delays and the sheer volume of cars on the road.

But the report had other grim news as well. Besides spending more time in traffic, the average motorist is also spending more money, a total in 2005 of an extra $888 in lost time and added fuel consumption. That’s up from $784 in 2004, and $660 in 2003 — a relatively rapid increase. Nationwide, New York ranked No. 33 in this category in 1985; now it is No. 18.

The findings are likely to become grist for Mayor Bloomberg and those looking for a lift to his congestion pricing plan, which would charge a fee to drivers entering the busiest parts of Manhattan. In August, the federal government awarded the city $354 million to implement the plan, but that amount fell short of the roughly $550 million that Mayor Bloomberg had requested. The plan has also faced opposition from the City Council and the State Legislature, two groups that must approve the plan in order for the city to receive the federal money.

Schedule Information:
Scheduled Time: Fri, Oct 12 - 8:00am - 9:45am Building/Room: Philadelphia Marriott / Room 403
Title Displayed in Event Calendar: Jane Jacobs and Our Urban Myths

Session Participants:

"Here, But Also There: Jane Jacobs's Hudson Street Doppelganger and Our Urban Myths"
*Peter L. Laurence (University of Pennsylvania (PA))

"The Feminine Mystique: Gender and the Myth of Jane Jacobs"
*Jennifer Hock (Harvard University (MA))

"The Nature of Diversity: Jane Jacobs's Urban Ecology"
*Jamin Creed Rowan (Boston College (MA))

"Elementary Republics and Little Platoons: Jacobs's Localism, White Ethnic Revival and the 1970s Neighborhoods Movement"
*Benjamin Mark Looker (Yale University (CT))

Commentator: Christopher Klemek (George Washington University (DC))

Redraft of the Castello Plan New Amsterdam in 1660

A strike called by a New York City taxi drivers' group over city plans for a high-tech video-and-fare system thinned the ranks of yellow cabs on the streets yesterday, producing frustrating waits on corners, long lines at the airports and angry exchanges over an ad-hoc fare system.

Union leaders and city officials differed over the effectiveness of the walkout. The New York Taxi Workers Alliance, which called the strike, maintained that 90 percent of drivers were idle yesterday. But Mayor Michael R. Bloomberg said the figure was far lower.

Still, many would-be passengers spent more time with hands in the air, stuck in that eternal pose of big-city hopelessness. And at the airports, a five-minute wait for a cab stretched to half an hour at some terminals, with 25 people waiting in line, looking at their watches, wondering why they were suddenly going nowhere when the plane had been on time.

The city had introduced a zone-based fare structure during the planned two-day strike - the ride into Manhattan from Kennedy International Airport would be set at $45, for example - but according to anecdotes, at least, the plan seemed to sow more confusion than convenience. It permitted group rides, but some drivers were unaware of it and were uncertain how much to charge. That led to more than one instance of audible angry dialogue between passengers and drivers.

DRIVING a taxi in New York City can be a grueling, thankless job. It is also a unionless job. But on Wednesday, many of the city’s 44,000 licensed cabdrivers are planning to go on strike for 48 hours to protest the new global positioning systems being installed in the city’s 13,000 yellow cabs.

While the Taxi and Limousine Commission supports these devices and has mandated that they be up and running in the city’s entire fleet by January, many cabdrivers — myself included — see this new technology as one big expensive headache. Perhaps the commission should listen to cabdrivers before pushing a device that we’d be better off without.

The device has no navigational abilities. The monitor, which is set into the partition separating the driver from the passenger, cannot be seen or accessed from the front of the cab. It does not give directions or plot routes. All it does is keep track of where you are — both on- and off-duty — and this information is then stored in the commission’s databases.

Officials at the commission say the primary purpose of the devices is to track lost property and make sure cabbies aren’t taking passengers from point A to point B by way of point Z. Sadly, there are some bad cabdrivers out there who take visitors for a “ride,” but in reality, we have much more to fear from our passengers than they have to fear from us.

However, for me and many of my fellow drivers, privacy issues aside, it’s all about money. With prices ranging from around $3,250 to $4,000 to lease and install each unit, the initial costs alone are enough to drive some cabbies out of business. For private owner/operators, this could kill their year.

The costs continue to pile up after the devices are installed. The test drivers who already have the touch-screens have reported finding the monitors covered in spray paint, stickers, soda and scratches.

Mayor Michael R. Bloomberg said yesterday that the city would not back down in its determination to install credit card and video devices in city taxicabs despite a threatened two-day strike by a major cabdrivers' group.

"All they would be doing is hurting themselves," the mayor said of a planned 48-hour work stoppage by the New York Taxi Workers Alliance, scheduled to begin at 5 a.m. tomorrow. "Hopefully, they won't want to sit there and let all the other taxi drivers have extra fares while they earn nothing."

Nevertheless, the mayor said he hoped that "cooler heads will prevail and that nobody will strike."

The alliance claims to represent more than 7,000 hack-license holders among more than 20,000 active cabbies. Bhairavi Desai, the group's executive director, said that 50 volunteers were out leafleting and talking to drivers yesterday at taxi stands, terminals and hotels.

What is Local Law 47?

Local Law 47 of 2005 requires the Department of Information Technology and Telecommunications (DoITT) to issue monthly reports to the City Council, the Public Advocate, Community Boards and the public regarding data collected on calls made to the 3-1-1 Citizen Service Center.  Below you will find links to these reports, along with additional resources on NYC.gov describing the performance of City agencies. 

Signed by Mayor Michael R. Bloomberg in May 2005, Local Law 47 is the result of DoITT's work with the City Council.  The prime sponsor of the legislation was Council Member Gale A. Brewer, Chairperson of the Council's Committee on Technology in Government.  Making agency performance data available is an important way to ensure open government, and this law provides the public with valuable information while protecting the privacy and confidentiality of callers to 3-1-1.

DoITT remains committed to improving these reports going forward, and periodic meetings will be held with representatives from the City's Community Boards to review the 3-1-1 Reports' content and format.

In competing Manhattan press conferences yesterday afternoon, rival advocacy groups said that (1) there could be a citywide taxi strike in September, and (2) there would not be a strike.

“We are ready to have a 48-hour strike on Sept. 5 and Sept. 6,” said Bhairavi Desai, the executive director of the New York Taxi Workers Alliance, as she stood near a line of taxis outside Pennsylvania Station. “We are ready, willing and able to walk out.”

The Taxi Workers Alliance said in a press release that it wants to work out a resolution with the Taxi and Limousine Commission to avert a strike.

Two hours later, Fernando Mateo, a spokesman for the New York State Federation of Taxi Drivers, said no walkout was ahead.

Standing in front of the Taxi and Limousine Commission office on Rector Street in Lower Manhattan, he said: “Read my lips: There will be no strike.”

The two groups, which have been vying for the right to speak for city cabdrivers, were at odds over a decision by the Taxi and Limousine Commission that requires all of the city’s 13,087 medallion taxis to be equipped by the end of January with new technology including a global positioning system, a credit card system and a monitor that provides passengers with an electronic map. About 1,300 taxis have already had the devices installed.

The G.P.S. that will go in cabs will not be used to navigate routes, but will be connected to meters and track the vehicle’s movements. Commission officials have called it an “electronic trip sheet” and said it could be used to help recover lost property.

By doubling mileage requirements for city taxicabs, Mayor Michael Bloomberg seems to have locked in one piece of a potentially historic environmental legacy - not the most ambitious piece, but a significant one nonetheless. His action will transform New York's taxi fleet from the most polluting in the nation to one of the cleanest, and do so in five years, making the city a leader as municipalities compete to cut carbon emissions.

Mr. Kalikow eliminated a five percent fare increase for subways, buses and trains that had been scheduled for next September on the ground that revenues are running ahead of schedule. That sounds great, particularly to riders, but it ignores long-term fiscal realities.

By the M.T.A.’s own calculations, it will face a $1 billion gap in 2008, expanding to a $2.1 billion shortfall — equal to nearly one quarter of the authority’s projected revenue — in 2010. Of course, to reach those numbers, you have to use the authority’s accounting standards, which ignore the fact that the M.T.A. finances continuing capital expenses, including replacement of subway cars and buses, with borrowed money.

Charles Brecher is the research director of the Citizens Budget Commission and a professor of public and health administration at New York University’s Wagner School.

Weinshall Points to the Future
In a speech that seemed a significant departure for New York City’s transportation department under the Bloomberg administration, city transportation commissioner Iris Weinshall laid out an array of measures to improve New York’s pedestrian and bicycling environments, soften the quality of life impacts of heavy traffic and begin to reclaim the sheer urban acreage given over to automobiles. Commissioner Weinshall made her remarks at the opening of a large-scale transportation conference convened today at Columbia University by Manhattan Borough President Scott Stringer.
Both in terms of language used, which seemed to indicate that city government had moved closer to a goal of reducing car use, and the packaging together of a broad set of policy reform steps, the commissioner’s speech may signal that the problem of planning for a future city of 9 million
people is starting to concretely impact city policy.

The commissioner said NYC DOT would:
-Soon announce 5 bus rapid transit corridors, with accelerated construction (starting in fall 2007) on two of them. She also said NYC’s BRT system could become the world’s “most extensive.”
-Implement its recently announced initiative to build 240 new miles of bicycle ways (MTR #540).

Queens College, CUNY, Flushing, New York

This article examines social polarization in New York City: first, as an objective condition among city neighborhoods; and second, as an issue in city politics. Data on income, poverty, housing, and crime provide little evidence of growing polarization between low- and high-income neighborhoods in the 1990s. However, the data reveal a striking contrast between the spectacular gains of core areas and the widespread stagnation and decline across low-, middle-, and high-income neighborhoods outside the core. Polarization has not proved a viable political issue because it becomes subsumed in racial/ethnic politics; yet the data suggest that progressives might prevail with a dual-city discourse that highlights the significance of polarization for neighborhoods outside the core.

Key Words: social polarization • New York City politics • dual city • neighborhood decline • urban neoliberalism

A commission heavy with advocates of congestion pricing was named yesterday to study Mayor Michael R. Bloomberg's contentious traffic-cutting proposal and present a recommendation to state and city lawmakers.
Gov. Eliot Spitzer nominated Marc V. Shaw, a former deputy mayor under Mr. Bloomberg, as head of the 17-member commission, which must make its recommendation by Jan. 31 on whether to impose an $8 daily charge on drivers entering Manhattan below 86th Street. The charge for trucks would be $21.
The commission includes two other members appointed by the governor, who has endorsed the mayor's proposal, three members appointed by Mayor Bloomberg and three appointed by City Council Speaker Christine C. Quinn, who has also supported the plan.
It would appear from those appointments that the mayor can count on a majority of commission members to back his plan. The commission was created by a law passed during a special legislative session in July as a compromise between supporters and opponents of the congestion pricing plan.
The federal Transportation Department said last week that it would give New York $354 million if it went ahead with the mayor's congestion plan. The money would go mostly to improve bus service for drivers who switch to mass transit.

Happy Lee can hardly believe that the nail salon across the street from hers charges just $7 for a manicure.

"I don't know how they can make it," said Ms. Lee, the owner of Happy Beauty Salon in Carle Place, Long Island, which employs nine manicurists.

Ms. Lee said her industry had been thrown into turmoil by a wave of new salons that have taken away business and driven down prices - from high-end nail emporiums on the Upper East Side to low-cost shops in suburban strip malls. Competition is so intense, she said, that her salon still charges $8 for manicures Monday through Wednesday, the same price it charged when it opened in 1984.

"When we opened, it was easy to make it, but now it's very hard," she said.

Nationwide, the number of salons has doubled over the past decade, according to Nails Magazine, an industry publication, lifting the number of salons to 3,800 in New York State and to 2,600 in New Jersey.

As the number of nail salons has surged, Chinese immigrants have poured into the industry in New York and New Jersey, which has long been dominated by Korean immigrants, like Ms. Lee. These Chinese manicurists often work for low wages, helping salon owners hold down their expenses and prices.

These low prices are a boon to the many women and more and more men who have weekly manicures not just to look good, but also to feel good.

"Nail salons have expanded because there's a lot more attention to fine grooming," said Cyndy Drummey, the editor of Nails Magazine. "It's a low-cost, good-feeling thing that's accessible to everybody."

But the demand has taken a toll on many salon workers, advocates for the workers said. Owners often force employees to work 60 hours a week while failing to pay overtime or allow lunch breaks. And lower manicure prices mean lower tips for workers who spend their days cutting cuticles and painting on polish.

Beyond wage problems, many manicurists say their job requires using harmful chemicals that often cause allergic reactions, breathing problems and rashes. In one extreme case, a manicurist in New Jersey was set on fire after chemical fumes in her shop burst into flames.

When Parallel Parking
Was New and Meters
Seemed Un-American
July 30, 2007; Page B1

Parking on city streets today is a cinch compared with the 1930s, when free, unlimited parking was considered every American's constitutional right.

Just as their grandparents had tied their horses to the general store's rail, American drivers expected handy curb space for their cars when they went to town. By the 1930s, however, there were too many cars and too few curbs.

The result was chaos. Employees of downtown businesses hogged spaces for whole days; some merchants deliberately parked their cars in front of competitors' stores. Other drivers circled the narrow streets waiting for a rare free space. Trucks loading or unloading double-parked. In most cities, there were no marks on curbs to delineate spaces. In the few timed spaces, enforcement by chalking the tires was easy to beat. And the art of parallel parking was in its infancy.

"None of our cities were designed for motor traffic, and only in the West were they young enough when the automobile arrived en masse to adapt themselves to the new traffic medium," wrote Arthur Pound in the Atlantic Monthly magazine in 1938.

For drivers, downtown bottlenecks were maddening, but for retail businesses that depended on customer turnover, they were ruinous. Some large cities tried banning all parking on a few major thoroughfares, but many shoppers wouldn't walk even a few blocks from their car to a store. They took their business to the periphery of the city.

In 1932, the Oklahoma City Chamber of Commerce decided it had to do something about the city's downtown parking problem. A local newspaper editor, Carl Magee, was charged with finding a solution. Mr. Magee invented the park-o-meter.

JOE ANASTASIO, a slim, dark-haired Web designer for a Wall Street publishing company, was standing outside Madison Square Garden, dressed in black work boots, a torn blue check shirt and a bomber jacket. It was a brisk Sunday morning in the spring, and among the swirl of tourists clutching maps and hockey fans in Rangers jerseys, he might easily have been mistaken for a Metropolitan Transportation Authority track worker heading to a shift.

That is how Mr. Anastasio likes it. A 33-year-old native of Astoria, Queens, he is an urban explorer, to use a term he and his fellow adventurers accept somewhat wearily, along with urban spelunker, infiltrator, hacker and guerilla urbanist. Urban explorers, a highly disparate, loosely knit group, share an obsession with uncovering the hidden city that lies above and below the familiar one all around them. And especially during the summer, they are out in full force.

Alone and with cohorts, Mr. Anastasio has crawled, climbed and sometimes simply brazenly walked into countless train tunnels, abandoned subway stations, rotting factories, storm drains, towers, decaying hospitals and other shadowy remnants of the city’s infrastructure the authorities would rather he did not enter. Although he records his adventures on his Web site, ltvsquad.com, anonymity

is, for him, a necessary tool.

From the Urban Studies Program at UPenn: "In his talk, Harvey will draw on his recent book, A Brief History of Neoliberalism (2005), in which he traces the rise of neoliberal principles based on the theory of free markets and unfettered international capital flows from an obscure economic theory to dominance on the world stage. Harvey shows how proponents of a neoliberal economic philosophy, such as the influential leaders Ronald Reagan and Margaret Thatcher, gained the consensus of key figures and economic and political institutions, driven by an aspiration to re-establish class power. He dissects the logic of neoliberalism, revealing its built-in contradictions and the tremendous variation in how it looks from place to place and at different scales. He will talk about how cities have both complied and resisted neoliberalism's discipline."

Lecture begins 00:06:35. Lecture ends and questions begin 01:25:55. Audio goes bad around 01:34:00.

Taxi drivers on a collision course with the city over new tracking technology and credit card payment systems may play the strike card today.
The Taxi Alliance is widely expected to warn that medallion cabbies will walk off the job Sept. 1 if the Taxi and Limousine Commission holds to its plan to install the new gear in their hacks.
The 8,400-member Alliance has been moving toward a strike declaration for months.
"If the City Council and Mayor Bloomberg continue to stay silent as drivers' privacy and economics are trampled on, we will strike," Alliance Executive Director Bhairavi Desai said yesterday.
The TLC said the Global Positioning System tracking devices are meant to be used only to help cabbies get around the city, reunite passengers with lost belongings and perhaps catch criminals who prey on cabbies.
But drivers say the system will invade their privacy, create a new breed of backseat drivers who disagree with GPS directions and cost them money.
Recent estimates put the cost of the new equipment and maintenance at $2,800 to $5,400 per cab over three years.
The Alliance said each credit card transaction also would cost the driver 5% of the fare.
Just about every driver around Penn Station yesterday turned their thumbs down on the GPS and up for a strike.
"If it goes though, I'll have to pay more money and I'll be making less money," said Herjit Sangh, 55, of Queens. "You do the math."
Constantine Tentomas, 69, also of Queens, predicted that even if installed, the GPS system would be a bust.
"Everything they put in the taxis since I started in 1977 has failed," he said. "It's gonna break; riders will destroy it."

SUSAN JAMES, a 50-year-old probation officer in Bakersfield, Calif., has been a competitive runner for almost three decades. "I've spent a lot of hours running through this city," she said.

Which is beginning to worry her.

"Twenty years ago, I didn't have asthma or allergies," she said. Today, she has both, probably due to the same improbable cause. "My doctor told me I'm allergic to Bakersfield air," she said. "I'm actually allergic to it."

In May, the American Lung Association called Bakersfield the third-sootiest city in the country, behind Los Angeles and Pittsburgh.

The news didn't surprise Ms. James. "Sometimes my chest aches" midrun, she said. To combat the pollution, she may soon join a gym for the first time. "I've got a lot of years to run still, and I'm not sure if I can do it outside," she said.

Air pollution is on the minds of many athletes this summer, especially those who, in a reverse of Ms. James's plan, have moved their workouts outside.

Fitness chat rooms resound with worried postings about air quality. As one cyclist wrote on SoCalCycling .com, "During the summer months, I have to ride in the morning and be home no later than 11, otherwise I will feel miserable and cough all day long."

In Houston, $225,000 will buy a three-bedroom house with a game room, den, in-ground pool and hot tub.

In Manhattan, it will buy a parking space. No windows, no view. No walls.

While real estate in much of the country languishes, property in Manhattan continues to escalate in price, and that includes parking spaces. Some buyers do not even own cars, but grab the spaces as investments, renting them out to cover their costs.

Spaces are in such demand that there are waiting lists of buyers. Eight people are hoping for the chance to buy one of five private parking spaces for $225,000 in the basement of 246 West 17th Street, a 34-unit condo development scheduled for completion next January. The developer, meanwhile, is seeking city approval to add four more spots.

Parking in new developments is selling for twice what it was five years ago, said Jonathan Miller, an appraiser and president of Miller Samuel.

Although spaces in prime sections of Manhattan are the most expensive, even those in open lots and in garages in Brooklyn, Queens, Riverdale and Harlem are close to $50,000, although at least one new Brooklyn development is asking $125,000.

London

THE New York State Assembly ended its session on June 22 without reaching a consensus on Manhattan's congestion pricing proposal - a delay that may cost New York City some $500 million in federal transportation money. Assembly members have voiced concerns about the economic impact of the program, the effect on traffic outside Manhattan and even the effectiveness of the idea itself.

Four years ago, London was engaged in a very similar debate. We now have the luxury of hindsight. While the two cities' situations are not identical, they certainly have analogies and therefore, perhaps, the success of London's program can shed light on the current debate in New York.

At that time, London's business district was undergoing rapid growth, but it was at capacity in terms of traffic. Efforts to channel more cars into the city center simply led to ever lower traffic speeds, which in turn led to business losses and a decrease in quality of life. Simultaneously, carbon emissions were mounting because of the inefficiency of engine use.

In 2003, London put in place a £5 (about $9) a day congestion charge for all cars that entered the center city (the charge is now £8). This led to an immediate drop of 70,000 cars a day in the affected zone. Traffic congestion fell by almost 20 percent. Emissions of the greenhouse gas carbon dioxide were cut by more than 15 percent.

A satirist dressed as a preacher and protesting what he called the Disneyfication of New York City was arrested Friday for harassing police in Union Square before the start of a monthly bicycle rally that the Bloomberg administration has been trying to rein in.

Bill Talen, who performs under the name Reverend Billy, said that he was arrested after trying to defend the cyclists' rights by reading the First Amendment to the police - through a bullhorn. The authorities said that he was arrested after repeatedly being told to stop.

Mr. Talen was charged with two counts of second-degree harassment. He was released without bail pending a court date in August.

"We were full of the holy spirit of the First Amendment," said Mr. Talen, who is in his mid-50s and was dressed like a big-tent evangelist, with a white suit and a dyed-blond pompadour. He sometimes spreads his message with the help of the Church of Stop-Shopping Gospel Choir.

In an interview yesterday, Mr. Talen defended his performance art. "New York City won't exist if we won't let creativity happen in public space," he said.

Mr. Talen said he was at Union Square to support the cyclists taking part in Critical Mass, a monthly ride aimed at promoting nonpolluting forms of transportation. Critical Mass riders gather the last Friday of every month at Union Square.

When the power went out in a broad swath of the Upper East Side and the Bronx on Wednesday, a record number of commuters turned to the Internet to learn if their subway lines or commuter trains were running. But the Metropolitan Transportation Authority's Web site provided no help.

The site became inaccessible shortly after the electricity went out at 3:41 p.m. and was down for about an hour, a little longer than the 49-minute power failure.

"Because the incident occurred right before people were getting ready to leave the office, we had a huge surge of traffic at one time, unlike anything we'd had before," Jeremy Soffin, a spokesman for the transportation authority, said yesterday.

The failure cut power to signals on several subway lines. Service was disrupted, with delays extending well into the evening, making the trip home for many commuters even more uncomfortable on a hot and muggy day. Service on the Metro-North Railroad was also briefly interrupted.

In promoting his sweeping traffic reduction plan, Mayor Michael R. Bloomberg and his aides have stressed one provision: drivers who enter Manhattan below 86th Street would be charged an $8 fee.

But what has not been widely mentioned is a measure that could startle some Manhattanites: those who live within the zone would have to pay $8 to drive out.

The congestion pricing program was devised to cut traffic, chiefly by persuading people from the other boroughs and beyond to leave their cars behind and take public transit into Manhattan. But planners say that those who live inside the congestion pricing zone also contribute to traffic when they drive out, and should pay their share, too.

That means a man from Greenwich Village who drives to visit his grandmother in Queens would pay the fee. So would a C.E.O. who has a reverse commute, driving from the East Side to Stamford, Conn., each morning, and an Upper Eastsider who likes to drive to the Fairway supermarket in Harlem.

It might seem that anyone taking a car out of the congestion zone ought to be rewarded instead of penalized, but officials disagreed.

"We're not trying to get people to leave the zone in their cars," said Deputy Mayor Daniel L. Doctoroff, who played a leading role in fashioning the plan. "Overall what we're trying to do is get people to use their cars less."

In its 1996 Third Regional Plan, Regional Plan Association describes a rapid transit line in Brooklyn, Queens, and the Bronx that could be built almost entirely on pre-existing rail rights of way. The so-called Triboro RX (TRX for short) presents a unique opportunity to provide mobility and accessibility to New Yorkers living or working within these three boroughs, at a fraction of the cost of most transit projects of similar size. This web site documents a possible alignment for the Triboro RX, and a crude estimate of what levels of initial ridership one could expect to see if it were built. The results, as you will see, are encouraging to say the least.

YONKERS

It weighs 20 tons empty — 45 tons when full — smells a bit racy and has become known as the Yonkers Chomper. Lumbering down a street in southern Yonkers on Monday, it made quick work of the mountain of garbage piled in front of an apartment building and still had room to polish off a few piles down the street.

Children seemed delighted by its saw-toothed jaw and polka-dotted body. Adults tended to warm to it after learning that the whimsical bit of street theater they were watching had not cost taxpayers a thing.

Some cities commission murals to bring art to the masses. Others design sculpture parks. But Yonkers took a different tack last month when it outfitted 6 of its 45 garbage trucks to give residents something less drab to look at each morning. The experiment has been such a success that residents asked to have the truck routes alternated to let the artworks tour the town.

“We’re going to rotate them so more neighborhoods can see them,” said John A. Liszewski, the commissioner of the Public Works Department for this city of about 200,000. He would like to see the rest of his fleet undergo makeovers if his staff can attract more private sponsors.

“I’m becoming the city’s arts commissioner,” Mr. Liszewski joked.

Sometimes, Rebecca Charles wishes she were a little less influential.

She was, she asserts, the first chef in New York who took lobster rolls, fried clams and other sturdy utility players of New England seafood cookery and lifted them to all-star status on her menu. Since opening Pearl Oyster Bar in the West Village 10 years ago, she has ruefully watched the arrival of a string of restaurants she considers "knockoffs" of her own.

The suit, which seeks unspecified financial damages from Mr. McFarland and the restaurant itself, charges that Ed’s Lobster Bar copies “each and every element” of Pearl Oyster Bar, including the white marble bar, the gray paint on the wainscoting, the chairs and bar stools with their wheat-straw backs, the packets of oyster crackers placed at each table setting and the dressing on the Caesar salad.

by Sol Hess
June, 2007

In a matter of months, New Yorkers riding in taxicabs will have more to look at than the view. The constant media buzz of modern life - television programs, sports scores, advertisements - will invade the back of cabs starting in October, the result of a new city regulation requiring that all yellow cabs be equipped with global positioning systems and video screens.

The city Taxi and Limousine Commission says it simply wants to make cab rides safer and more enjoyable for passengers. But the drivers of the city's 13,000 yellow cabs have protested, arguing that the new technology will cost them money and impinge on their privacy.

Through the GPS system, taxi passengers will be able to know where they are at any moment. For New Yorkers who never want to be out of touch, the monitors and tracking system will make a cab ride -- 13 minutes on average -- more enjoyable. Passengers will be able to follow sports scores, get up-to-the-minute news, weather and more. (Those who want some peace and quiet will be able to turn off the monitors.) The driver will also notified of traffic congestion in the area and of large parties or concerts that are ending – and could be fertile ground for finding fare-paying customers. With the new system, passengers can pay their fares using credit or debit cards.

Taxi and limousine commissioner Matthew Daus has called the tracking and the monitors “nothing short of revolutionary and evolutionary for the taxi industry" and has written that the technology “will benefit both drivers and customers.” The commission believes it will make it easier for tourists, who may not want to carry much cash, to use cabs. And the system believes such high-tech taxis will enhance New York’s image as the "city of the world.”

But cab drivers are not convinced. They worry that the tracking system will enable the police department and traffic agents to follow the cabs and prosecute drivers for violating traffic laws. “For myself, I am not against it, but I can see my fellow drivers being angry for being dictated to sacrifice for other people's extra entertainment," said one driver, Ibrahim Jane.

They are just lines on a graph, but for many subway riders they will provide unique insight into one of the great aggravations of life underground: why trains on some lines are so often both crowded and late, while on other lines the trains seem to cruise along on schedule with almost no one on board.

In an unusually candid effort at self-examination for a habitually insular agency, New York City Transit yesterday presented what could be called an index of straphanger frustration. It made an analysis of each subway line that shows at a glance how often trains run late, how crowded they are and whether more trains could be added to ease the problems.

What is revealed is both predictable and eye-opening. Many subway lines are simply maxed out, meaning there is no room on the tracks they use to add trains that could carry the swelling numbers of riders. And that has implications that range from day-to-day decisions about how trains travel through the system to long-term planning on how to best move people around a growing city.

"From my point of view, this is scary," said Howard H. Roberts Jr., the president of New York City Transit, who presented the data to members of the Metropolitan Transportation Authority's board. "This is scary in the sense that right now, on a lot of these lines, we're several years and a big capital construction project away from being able to provide what I consider adequate service. We're constrained."

GET LOST is a collective portrait of downtown New York. Twenty-one international artists were invited to create a personal view of the city and draw a map of downtown New York, uncovering a territory that is both real and imaginary.

GET LOST brings together fictional landscapes, utopian visions, private memories, and obsessive instructions to explore Manhattan, its past, present, and future.

An exercise in emotional geography, GET LOST sketches the coordinates for an endless drift across the streets and myths of downtown New York.

GET LOST is the city as seen through the eyes of: 16beaver group; Francis Alÿs; Cory Arcangel; Jennifer Bornstein; Beth Campbell; Marcel Dzama; Isa Genzken; Inaba and Associates; Dorothy Iannone; Chris Johanson; Christopher Knowles; Terence Koh; Julie Mehretu; Jonas Mekas; Aleksandra Mir; Thurston Moore; Dave Muller; William Pope.L; Lordy Rodriguez; Rirkrit Tiravanija; Lawrence Weiner.

GET LOST is a New Museum production, edited by Massimiliano Gioni.

Beginning Wednesday, June 6, 2007, free copies of GET LOST will be available to the public at the following markers of the downtown scene and cultural organizations around the city: Opening Ceremony (35 Howard Street), Babeland (43 Mercer Street), Bowery Poetry Club (308 Bowery), The Bowery Hotel (340 Bowery), Congee Village (100 Allen Street), Lost City Arts (18 Cooper Square), Freemans Restaurant (Freeman Alley at Rivington Street), Two Boots (155 East 3rd Street), Patricia Field (302 Bowery), Screaming Mimi's (382 Lafayette Street), Joe's Pub (425 Lafayette Street), Artist's Space (38 Greene Street, 3rd Floor), The Kitchen (512 West 19th Street), Sculpture Center (44-19 Purves Street, Long Island City), The Rotunda Gallery (33 Clinton Street, Brooklyn), Bronx Museum (1040 Grand Concourse at 165th Street, Bronx), and the Bedford Cheese Shop (229 Bedford Avenue, Brooklyn). GET LOST can also be found at the New Museum Store at 556 West 22nd Street and at the galleries of participating artists.

Latest Round in the Garbage Wars

by Courtney Gross
June, 2007

Raising signs calling for "environmental justice" and shouting "NIMBY no, justice yes," residents of the Bronx and Brooklyn circled the office of State Assemblymember Deborah Glick last week.

The protestors, members of the Organization of Waterfront Neighborhoods said they are tired of getting dumped on, quite literally, and want the state to clear the way for a recycling station in downtown Manhattan.

The station is intended to ease the burden on the Bronx and Brooklyn, which now take most of the city's trash, and is part of an effort to make the city's solid waste management system fairer and more environmentally friendly. But in the latest development in the city's garbage wars, several Manhattan Assembly members and parks groups want to block the station. Glick, whose district abuts the site, and others said the peninsula simply is not a good place for the recycling station largely because it would impinge on Hudson River Park. Their critics, however, have accused of NIMBYism (not in my backyard) sentiments.

Whenever huge calamities strike abroad - the tsunami in Asia in 2004, say - New Yorkers know that in their ethnically mixed city there is probably an enclave directly linked to the tragedy. This pattern applies to smaller events, too, like a recent bus crash in Pennsylvania that echoed loudly throughout Chinatown.

At 3:30 a.m. May 20, a bus carrying 36 passengers from Chicago to New York went out of control on Interstate 80 in Clearfield County, Pa. The bus zigzagged across the highway and ended up on its side on the road's embankment, leaving 2 people dead and 32 others injured. The cause of the accident is under investigation.

Lobbyist Corner: Walter McCaffrey Helps Congestion Pricing Foes
John Celock
May 16th, 2007

As several outer borough politicians knock each other over en route to the podium to protest the mayor’s congestion pricing proposal, one former Queens Council member is helping craft a strategy to defeat the plan.
Walter McCaffrey, term limited out of the Council in 2001, has been working as advisor and strategist to Keep New York City Congestion Tax Free, committed to blocking Bloomberg’s plan. He said his opposition to a similar proposal in the 1990s while on the Council helped win him the job now.

...

Started by the Queens Chamber of Commerce last year, Keep New York City Congestion Tax Free is currently funded by private contributors. He declined to specify who they were, but a consortium of Manhattan garage owners is believed to be putting up at least some of the money.

ALBANY, June 7 - Mayor Michael R. Bloomberg's plan to reduce traffic by charging people who drive into the busiest parts of Manhattan received significant support on Thursday as Gov. Eliot Spitzer endorsed the idea and the Bush administration indicated that New York stood to gain hundreds of millions of dollars if the plan were enacted.

If the measure is approved by the Legislature, New York will become the first city in the United States to impose a broad system of congestion pricing, which was introduced in London in 2003 and has been credited with reducing traffic there.

Governor Spitzer said he would work to ensure passage of the plan, which is a major part of the mayor's blueprint for improving air quality and traffic flow for the next several decades. The Bloomberg administration has estimated that it could put the program into effect within 18 months of legislative approval.

"This is a necessary investment for the future of New York City, which is to a great extent the economic engine of New York State," the governor said. "And so this is not really a question of whether, it's a question of how, it's a question of making sure that we do it properly."

Mr. Spitzer appeared alongside the United States transportation secretary, Mary E. Peters, who announced that New York City was one of nine finalists for a share of $1.1 billion in federal aid to fight urban traffic. Ms. Peters warned, however, that the city's potential share could be endangered if the mayor's plan did not have state approval by August.

Heavy New York Traffic Puts Health at Risk
Mayor's groundbreaking plan to make New York the world's cleanest, healthiest city is welcome

Posted on: 04/19/2007

Hi-res jpg image of ad
Mayor's Sustainabilty Plan

New York mayor Michael Bloomberg wants the city to have "the cleanest air of any big city in America" by 2030.

Just after Mayor Michael Bloomberg announced his bold "greenprint" for New York City, Environmental Defense called for people to share stories about traffic. Arturo, a resident of Long Island City, Queens, New York, responded. He describes the perils of living on a busy high-speed thoroughfare:

"Trucks, buses, cars whiz by at high speeds. The green [light for drivers] is at least 90 seconds, perhaps longer, so vehicles are inclined to drive very fast. .... I play a game of chicken every time I cross. And during rush hours, other pedestrians like me are forced to jaywalk," he writes. (Share your story, too. How does traffic affect you? Does your child go to school or play near a busy road?)

How It Works: Cabbies can never raise their prices: The city sets their meter rates at 40 cents for either four blocks or one minute standing, plus a starting amount ($2.50 or more depending on time of day). Their hours are most profitable when driving long distances with no traffic. "I want to be making $30 to $40 an hour," says Pekoh, a Ghanaian immigrant who owns his own medallion and drives 60-hour weeks. Pekoh aggressively hustles to pull in $300 to $400 a day after expenses.

Sixty to seventy percent of yellow cabs are leased from fleet operators for $120 per twelve hours, with cabbies pocketing all revenue beyond gas costs. Most drive twelve-hour shifts and report $150 to $300 per shift. After twelve years of leasing, Pekoh bought a medallion for $190,000 in 2000. As an owner, he's responsible for buying and maintaining his car.

Annual Revenue: $75,000 ($12,000 is profit before tax).

Annual Overhead Costs: Basic-model Crown Victoria: about $7,000 (the $28,000 car is replaced every three to five years); insurance: $5,000; car maintenance: $4,000 to $5,000; parking: $2,200; medallion debt payments: $24,000 (he expects to sell his medallion at a profit; one went for $600,000 last week).

Most-Profitable Fares: Low-traffic city trips: "Every time somebody gets out, someone gets in, and I get my $2.50." Midday airport runs: "At 3 p.m., there's no traffic, and so many planes are coming in that you get $90 plus tips."

Least-Profitable Fares: Borough trips in traffic: "It's a dead ride back to the city, and getting through a bridge or tunnel in rush hour can be tough," says driver Cliff Adler.

Profit Catastrophes: Tickets: $65 to $115 per moving violation.

Added Value: Hacks are pulling for congestion pricing: Heavy traffic in midtown is making it an unprofitable (as low as $20 per hour) standstill.

New Yorkonomics: Taxis become economically attractive when the cost of paying someone to drive for you is less than the costs of storing your car. New York's high price of land makes parking so expensive that there's enough demand for an army of Samuel Pekohs.

The Environmental Justice Assessment Draft Report examines NYMTC's transportation planning process in the context of the requirements of Title VI of the Civil Rights Act of 1964, the Federal Executive Order of 1994, and other federal guidance on environmental justice. It was developed to meet Federal transportation planning requirements.

It seemed like a harmless enough name, but when Ravi Aggarwal decided to call his new shop Arena Bagels and Bialys, he learned otherwise.

Mr. Aggarwal's two teenage children had suggested the name after reading online about the planned new home of the New Jersey Nets. He thought it was a smart idea; the shop is in Park Slope, a few blocks from the site of the proposed Barclays Center arena, part of the Atlantic Yards development.

So, in mid-April, workers installed the name in red letters above the new store on Fifth Avenue near Bergen Street. Soon, however, workers in the space began noticing negative reactions from passers-by.

"Four out of five people that walked by just stood and stared at the sign," said Rich Kahn III, who helped his father install the bagel oven and water kettle. His father added that one sarcastic passer-by remarked, " ‘Oh, yeah, he's going to do good business with that name.' "

IT was 5 in the afternoon, and the scratched-up green Dodge pickup was stopped at a light at Foster and Remsen Avenues in Canarsie, Brooklyn. A teetering bureau and a load of wooden slats were in back.

...

"Bobby, they're dumping!" Officer Fontana shouted. "Go down there!"

A man in a plaid work shirt was tossing planks and slats onto the road. As the Jeep rolled up, he began to tip over the bureau. When it hit the ground, Lieutenant DeRossi said: "O.K. Let's get him."

Lieutenant DeRossi and Officer Fontana are members of the Sanitation Department's Illegal Dumping Task Force, a unit of 35 armed plainclothes officers, former sanitation workers all. And this is their busy season. Construction work and spring cleaning pick up in April and May, generating large amounts of debris; some 21 dumpers' vehicles were impounded in May of last year, a number exceeded only in August.

Finance takes into consideration the sales of similar recently sold properties when valuing New York City properties for tax purposes. As such, to make this process more transparent, the agency makes available a detailed listing of all property sales completed in the five boroughs within the past year, as well as historical data dating back to 2003. This information is a matter of public record.

The files linked to below are indexed by borough and neighborhood to facilitate easy lookups of properties, and are provided in two formats: PDF (smaller, more universally accessible files that require the Adobe Reader) and XLS (Microsoft Excel Spreadsheets for power users interested in creating their own sorts and reports). These listings include all properties sold in the last calendar year including cooperative apartments.

Featuring

BLDGBLOG, City of Sound, Inhabitat, and Subtopia

Postopolis! is a five-day event of near-continuous conversation about architecture, urbanism, landscape, and design. Four bloggers, from four different cities, will host a series of live discussions, interviews, slideshows, panels, talks, and other presentations, and fuse the informal energy and interdisciplinary approach of the architectural blogosphere with the immediacy of face to face interaction.

BLDGBLOG (Los Angeles), City of Sound (London),Inhabitat (New York City), and Subtopia (San Francisco) will meet in person to orchestrate the event, inviting everyone from practicing architects, city planners, and urban theorists to military historians, game developers, and materials scientists to give their take on both the built and natural environments. For the past five years, blogging has helped to expand the bounds of architectural discussion; its influence now spreads far beyond the internet to affect museums, institutions, and even higher education. Postopolis! is an historic opportunity to look back at what architecture blogs have achieved - both to celebrate their strengths and to think about their future.

AS the Upper East Side braces for the commotion and transformation that will undoubtedly mark the first phase of construction of the Second Avenue subway, a very few of the neighborhood's residents face a more dramatic change. To make room for subway stations and other components of the system, some buildings and the people who live in them will have to go.

FOR all the giddiness surrounding the transformation of the High Line, the city's favorite elevated railway, into a linear park running from the meatpacking district to Hell's Kitchen, nearly one-third of it remains in danger of being torn down. The stretch between 30th and 34th Streets, where the High Line loops gracefully around parts of the railyards between 10th and 12th Avenues, is shaping up as the last battleground for the innovative project.

...

For Mr. Obletz, the railyards west of Penn Station were not a hotly contested development opportunity, but literally his backyard. Beginning in the late 1970s, when the western fringe of Hell's Kitchen was such a forbidding wasteland after dark that cabbies would not take riders there, Mr. Obletz lived in the railyards in a formerly derelict concrete-block railroad building near 30th Street and 11th Avenue. Next door, on a spur of track, he kept two elegantly appointed antique rail cars he had obsessively restored.

A train buff's train buff, Mr. Obletz worked as a real estate consultant for the transit authority and gave elaborate dinner parties in his gleaming, 68-ton Pullman dining car. Places were set with New York Central Railroad china and flatware, with the host sometimes attired in a blue velvet smoking jacket and saddle shoes.

"He was an absolute charmer," said the playwright Paul Rudnick, who along with other creative types like the choreographer Tommy Tune was a guest. "It was such a treat to visit him because you felt you were leaving New York, and in a sense planet Earth. You'd entered Train Land."

Mr. Obletz's rail cars sat a stone's throw from a long, rusting overhead structure. One day he climbed a metal staircase and stepped with astonishment onto what he later learned was the defunct 1934 freight railway known as the High Line.

"It was a terra incognita up there," Mr. Obletz told a New York Times reporter for a 1984 article. "Unrestricted space. Unimaginable tranquillity."

Washington is poised to offer a helping hand, as well as significant money, to assist Mayor Michael Bloomberg in his efforts to solve New York's traffic gridlock. But there is one bump in the road - Albany, which must approve the city's proposed remedy before any money can begin to flow. And some legislators are balking.

The federal Department of Transportation plans to make available $1.2 billion in grants, loans and other financing to metropolitan areas across the country to help them test strategies to relieve traffic congestion.

Mayor Michael Bloomberg likes to talk about the big picture, even if it might not be pretty. Yesterday, he warned New Yorkers how their city could suffer by 2030 without his plans for the future. With a million new people coming into town, housing needs would soar. The sky could be as gray and toxic as London in the '50s. Every road into Manhattan would be above capacity - a gridlock nightmare that would make today's traffic jams look tame.

Saying that he would not spend his final term in office "pretending that all is fine," Mayor Michael R. Bloomberg made a series of Earth Day proposals this afternoon to improve the environment of New York City, including charging a new congestion fee to drivers who come into parts of Manhattan during peak hours during weekdays.

The $8 congestion fee was one of 127 initiatives included in a sweeping plan by the mayor to help the city of currently 8.2 million people cope with an expected surge in population that he said is sure to put a strain on its transportation, housing and energy systems.

"Let's face up to the fact that our population growth is putting our city on a collision course with the environment, which itself is growing more unstable and uncertain," the mayor said.

A key objective is to reduce greenhouse gas emissions by 30 percent by 2030, by which time the population is projected to grow by at least a million people, he said.

The proposal that is sure to attract the most attention, and possibly objections, is one to impose the $8 fee on car drivers, and $21 for truck operators, to drive in Manhattan south of 86th Street.

By Ray Rivera
On his weekly radio appearance on WABC this morning [listen], Mayor Michael R. Bloomberg spoke hypothetically about the congestion pricing proposal he is all but assured to announce on Sunday. One plan under consideration would charge drivers $8 to enter the busiest parts of Manhattan during the workweek as a way to reduce traffic and air pollution.

Mr. Bloomberg said he expected a fight in Albany to impose the plan. "I've always thought, it's a difficult political lift," he said, "but it's getting to the point of, what do you want? You can't have it both ways."

The mayor also said the charge would not be onerous, considering the costly price of parking in Manhattan, and that most, though not all, people who commute by car tend to be "people who can afford it." Asked if it was a new tax, he described it as a reasonable cost for a service the city provides. He compared the cost to the $12 people pay to attend a movie. Of course, few go to the movies daily.

With New York's population expected to grow by one million in two decades, Mayor Michael R. Bloomberg will call on Sunday for a raft of ambitious and sometimes contentious proposals that are intended to ease traffic congestion, reduce air pollution, build housing, improve mass transit and develop abandoned industrial land.

The speech, which mayoral aides have described as the centerpiece of his final 32 months in office, will outline his vision for the city over the next quarter century, setting priorities for refurbishing the city's aging bridges, water mains, transit system, power plants and building codes. And in the talk on Sunday - Earth Day - the mayor will propose doing so in a way that reduces the strain on natural resources like water, clean air and land.

Toward that end, Mr. Bloomberg is expected to advocate more than 100 proposals, including charging drivers to enter the busiest sections of Manhattan, and using zoning and tax incentives to encourage the construction of 250,000 homes.

April 15, 2007
Chinatown
Casino-Bound, Complaints in Their Wake
By CASSI FELDMAN

Around 8:30 p.m., a fat gray bus bound for Atlantic City pulls up on Division Street in Chinatown. Its doors wheeze open, and a line of riders shuffle into formation, clutching pink tickets and plastic shopping bags, and sucking a few final drags from their cigarettes before flicking them away.

The ritual takes no more than 15 minutes, but it happens dozens of times a day as buses headed to Trump Plaza, Foxwoods or other casinos load and unload passengers in the V formed by the Bowery and Division Street.

Now, citing pollution and noise, neighbors say they want the buses to find a new home.

"You can feel a toxic film in our yard," said Justin Yu, vice president of the co-op board at Confucius Plaza, a 44-story complex that overlooks the site. "It's very unhealthy."

While numerous bus companies operate out of Chinatown, Mr. Yu and his neighbors are particularly concerned about casino buses because their informal hub is a block shared by hundreds of senior citizens, an elementary school, a kindergarten and a day care center.

One of the few museums in the world focused entirely on glass.

CMOG also has work space and classes available at their studio. Course listings online at: Studio Course Schedule

Home of the Rakow Research Library -
"the world’s foremost library on the art and history of glass and glassmaking. Its mission is to acquire everything published on the subject of glass, in every format and in every language." Online reference requests at: Ask a Librarian

As the MTA rolls out plans for a new rapid-transit bus route for the Bronx, people living at one end of the line are saying, "Not so fast."

The proposed new express route for the Bx12 bus would run from Broadway and 207th St. in Manhattan, along Fordham Road and Pelham Parkway, to terminate at Asch Loop in Co-op city.

But Co-op City residents say the idea of ending the route at Asch is loopy.

"This is not about improving service to Co-op City," said Arthur Taub, a Co-op City transit advocate leading the charge against the proposal. "They're not giving us anything but headaches."

By DONALD SHOUP
Published: March 29, 2007

Los Angeles

MOST people view traffic with a mixture of rage and resignation: rage because congestion wastes valuable time, resignation because, well, what can anyone do about it? People have places to go, after all; congestion seems inevitable.

But a surprising amount of traffic isn't caused by people who are on their way somewhere. Rather, it is caused by those who have already arrived. Streets are clogged, in part, by drivers searching for a place to park.

Several studies have found that cruising for curb parking generates about 30 percent of the traffic in central business districts. In a recent survey conducted by Bruce Schaller in the SoHo district in Manhattan, 28 percent of drivers interviewed while they were stopped at traffic lights said they were searching for curb parking. A similar study conducted by Transportation Alternatives in the Park Slope neighborhood in Brooklyn found that 45 percent of drivers were cruising.

design trust for public space

The William R. Ginsberg Fellowships

Established in 2007, the William R. Ginsberg Fellowships are designed to
encourage public service and civic engagement for two key groups of
talented professionals: senior practitioners and policy makers, and recent
college graduates or graduate students.

The Fellowships provide support for original research and the opportunity
to explore new ideas and practices. Areas of research and empirical study
should be designed to improve the quality of life in NYC's neighborhoods
by focusing on housing, the urban environment and open space, education,
transportation, land use and zoning, or community development.

William R. Ginsberg was a pioneering environmental lawyer, NYC Parks
Commissioner, teacher, mentor, and tireless advocate on behalf of NYC's
civic life, the built environment, and the preservation of open space. He
served on the board of CHPC for more than four decades.

The Fellowship is supported by a generous gift from William R. Ginsberg
and his family.

Promoting a Prosperous and Livable City Since 1937 70th Anniversary 1937-2007

FOR INFORMATION CONTACT CHPC at info@chpcny.org or download applications
at www.chpcny.org

STANDING behind the cramped counter of Los Guarinos, his bodega in Washington Heights, Joel Olivo deals not in big money but in small change. Jolly Ranchers candies, at a nickel apiece, are among his biggest sellers. Los Guarinos also sells cold beer and cigarettes, but on most days it is sweetness that prevails there. Neighborhood children ask for chocolate bars, and an arcade game in the corner fills the bodega with an electronic lullaby.

In Mr. Olivo's establishment, in a modest storefront on Amsterdam Avenue near 161st Street, gambling is discouraged. Yet there is a running bet in the store that is a sign of changing times in this neighborhood: How many years will it take for Dominicans, who have dominated Washington Heights for decades, to become the minority there, and for whites to become the new majority?

Some of Mr. Olivo's customers and friends say five years. Others predict seven. "I say 10 years," Mr. Olivo said.

This is not your ordinary gentrification story. Washington Heights, the densely developed square mile that extends from 155th Street to roughly Dyckman Street, and from river to river, is to Dominicans what Harlem has been to blacks: a cultural capital with deep symbolic meaning. But over the past few years, this neighborhood of five- and six-story prewar apartment buildings has grown wealthier, hipper and better educated.

Someone out there has a problem with art. Or at least a certain kind of art and artist.

The evidence is the bright green and purple splashes of paint that began appearing on walls in Brooklyn and Manhattan more than a month ago. The carefully aimed blobs obscured or disfigured dozens of pieces of street art created by people who may not be household names, but who have achieved the esteem of peers and some recognition from the mainstream art world. The targets of the paint attacks have included posters, paper cutouts pasted on walls, and images stenciled on the sides of buildings.

Many of the paint splatters were accompanied by messages printed on plain white sheets of paper and pasted near the splatters. Those communiqués appeared to condemn the commodification of art, but it is difficult to be sure what the messages really mean. One reads, in part, "Destroy the museums, in the streets and everywhere." The author has kept his or her identity a secret.

Word of the covert actions spread quickly through the street art community. Web logs began documenting the splatters. Soon the unknown protagonist was named the Splasher.

BY ANNIE KARNI - Special to the Sun
February 27, 2007
URL: http://www.nysun.com/article/49401

Almost half of the cars clogging Park Slope's main commercial arteries are driving in circles in search of parking, a new traffic study from a transportation advocacy group shows.

While vehicles competing for parking spaces account for only 28% of street traffic on some of Manhattan's most congested streets, 45% of drivers on the road in this primarily residential Brooklyn neighborhood are searching for curbside parking, according to the study, which Transportation Alternatives will release today.

A lack of parking options translates into lost business, as potential customers grow frustrated circling the block and eventually take their business to other neighborhoods, the study shows. About 15% of parked cars are also illegally stationed in front of fire hydrants, no-standing zones, and ambulance lanes near hospitals.

February 16, 2007 -- New York City dwellers who reside in densely populated, pedestrian-friendly areas have significantly lower body mass index levels compared to other New Yorkers, according to a new study by the Mailman School of Public Health. Placing shops, restaurants and public transit near residences may promote walking and independence from private automobiles.

"There are relatively strong associations between built environment and BMI, even in population-dense New York City," said Andrew Rundle, DrPH assistant professor of Epidemiology at the Mailman School and lead author.

The researchers looked at data from 13,102 adults from New York City's five boroughs. Matching information on education, income, height, weight and home address with census data and geographic records, they determined respondents' access to public transit, proximity to commercial goods and services and BMI, a measure of weight in relation to height.

...

The study appears in the March/April issue of the American Journal of Health Promotion.

We are working from the following mission statement with the hope that community residents will give us additional feedback about how students can best support the needs and concerns of people who would be affected by the proposed West Harlem expansion:

University expansion and gentrification are processes that affect everyone in our community. As students we recognize our unique position in relationship to the university and community at large, and simultaneously, the necessity of our action in support of an equitable and just conclusion. To this end, we are unified in our commitment to continue to work and stand in solidarity with those most affected by the process of gentrification, and in our commitment to educate and mobilize the student body towards a goal of greater university accountability.

ERICH VON STROHEIM was billed in his acting days as "The man you love to hate." For the last 30 years, Robert Moses has been cast in that same role, as the villain responsible for everything that went wrong with New York. Even those newly arrived to the city knew enough to boo when his name came up at dinner parties. Moses (1888-1981) lived a long time, and his impact on the physical character of New York City was greater than that of any other individual in its history.

This imperious master builder has seemed to many the embodiment of all of modernism's mistakes, gutting cherished working-class neighborhoods with highways, and more interested in big projects and superblocks than in preserving the past with fine-grained restorations. When, in my 2004 book, "Waterfront," I argued that Moses had done far more good for the city than bad - taking into consideration his many parks, beaches, bridges and other necessary transportation projects - and ought to be honored as one of its greatest citizens, a friend castigated me with a note: "Who next, Stalin?"

... 

AT 10:30 Thursday morning, with the temperature in Little Neck, Queens, hovering at freezing, the only person to be seen on Northern Boulevard was Joan Sullivan, age 83.

Sporting a pink felt bucket hat, beige gloves and a matching parka studded with United States Olympic team buttons, Ms. Sullivan was heading out to do errands. With a small shopping cart in tow, she gazed across the street at an empty storefront that has everyone in the neighborhood talking - at least everyone beyond retirement age.

Until early last month, the storefront was home to an Eckerd Pharmacy, the neighborhood's only remaining drugstore. But unlike residents of many Queens neighborhoods who are trying to get rid of chain stores, residents of Little Neck wanted Eckerd to stay. Now, prescriptions must be shuttled over to the CVS in Douglaston, about a half-mile away, and a big red banner bearing the words "Coming Soon: Staples - That was easy" has been draped over the spot where Eckerd's logo was.

The Metropolitan Transportation Authority faces surging costs that could force it to eliminate or postpone badly needed projects less than halfway through a five-year, $21 billion program to expand and improve its transit system. By one estimate, the program is now $1.4 billion over budget.

Among the projects in that program are renovations to subway and commuter train stations, maintenance of antiquated signal systems, and the purchase of hundreds of buses and subway cars, and many of the projects may be affected, officials indicated.

Much of the problem has been caused by a rapid increase in the cost of construction in New York City, as a result of rising prices for materials and the large number of new projects, which gives contractors the leverage to charge more. In many cases, fewer companies are bidding on projects and offers are coming in much higher than expected.

Another problem is the weak dollar, which appears likely to raise the cost of a contract for subway cars with French and Japanese companies.

By DIANE CARDWELL
Published: January 30, 2007

New York City's transportation commissioner, Iris Weinshall, is leaving her post to become a vice chancellor of the City University of New York, officials said yesterday.

AT 8:30 on a recent morning, a line of cars snaked into the J & L Parking lot on Pacific Street in Boerum Hill, Brooklyn. There to greet them, as always, was the lot's manager, John Trombino, a substantial figure with a jet-black mane.

Like many lots, J & L accommodates "dailies" - commuters who arrive and depart at rush hour - and "monthlies," locals who generally use their cars only in the evenings or on weekends. The dailies occupy the inner two rows of the lot, firmly blocking in the two outer rows of monthlies.

In an ideal world these two tribes would coexist without intervention, but this being New York, emergencies arise: monthlies need to leave in the middle of the day; dailies stay later than planned. Further complicating matters, Mr. Trombino heads off for the day at 10 a.m. to help his father in another lot nearby. Fortunately, this is where the gift of his automotive choreography comes into play.

The plan to create a fourth major airport that could relieve crowding and delays in the metropolitan region will take a leap forward today, officials of the Port Authority of New York and New Jersey said yesterday.
The Port Authority plans to acquire a 93-year lease on Stewart International Airport, a sleepy and underused airport 60 miles north of New York City, for $78.5 million and begin expanding it starting in the fall, said Anthony R. Coscia, the agency's chairman.
With the expected approval of the agency's board today, the acquisition could help solve a problem that has bedeviled aviation officials for almost 50 years: where to send some of the travelers and cargo that are starting to overwhelm Kennedy International, La Guardia and Newark Liberty International Airports.

Chances are you've had to wait and wait for a city bus some time - and chances are you've seen a bunch of buses show up at the same time. In the following NY1 exclusive, transit reporter Bobby Cuza reports on a new high-tech system that could take the guesswork out of waiting for a city bus.

Peek inside the buses lined up in the 26th Street depot in Manhattan and here's what you'll find: Newly-installed tracking technology that lets dispatchers see exactly where a bus is, right down to the block.

And soon, you'll be able to as well.

"When this is fully implemented, it's going to change the way we do business," says New York City Transit Project Manager Robert Walsh. "I mean, you're going to be able to start at work, on your computer, to look at the bus stop - or start at home, whichever way you're going - and look and see what time the bus is actually going to be at your bus stop."

Crammed roadways and rush-hour traffic once were only problems in major U.S. cities such as New York and Los Angeles, but traffic snarls are becoming a growing problem for more cities. The number of metro areas where rush-hour travelers spend more than 20 hours per year stewing in traffic grew from a mere five in 1982 to 51 in 2003, according to the most recent report from the Texas Transportation Institute.

Traffic policies have long focused on road building. But some now argue that opening toll-based express lanes or instituting extra fees for rush-hour drivers -- as London did in 2003 -- may drive people toward public transportation and make commutes more efficient. Are there unintended consequences of such policies? And how big a problem is congestion if -- in the end -- commuters still are willing brave the morning rush?

The Online Journal asked economists Peter Gordon, of the University of Southern California, and Matthew Kahn, of the University of California, Los Angeles, to discuss the costs of traffic congestion, the problem it poses -- or doesn't pose -- for cities and how policy options such as London's traffic congestion charges might play on this side of the pond.

Inside a wooden shack set in a garden on East 117th Street, a group of Puerto Rican men, many of them in their 70s and 80s, are playing a spirited game of dominoes on a rainy winter afternoon. A painting of a woman wearing a burgundy shawl over a flamenco-style dress hangs on a wall, and in the garden, tomatoes, peppers, corn and culantro, an herb used in Caribbean cooking, grow in the summer.

But outside their little retreat, a thick dust, the pounding of hammers and the shouts of construction workers inundate the block, signaling the transformation of East Harlem, also known as Spanish Harlem or El Barrio (the neighborhood). Many see it changing from the Puerto Rican enclave it has been for decades to a more heterogeneous neighborhood with a significant middle-class presence, luxury condominiums and a Home Depot.

It is a familiar story of gentrification in New York City, but this one comes with a twist: the many newcomers who are middle-class professionals from other parts of the city are joining a growing number of working-class Mexicans and Dominicans.

Gotham Gazette - http://www.gothamgazette.com/article/transportation/20070117/16/2078
Lessons From The Number 7 Train Extension
by Bruce Schaller
17 Jan 2007

With the sale of $2 billion in bonds in December, the financing for construction of the West Side extension to the No. 7 subway line is in place, and construction will begin later this year. The project will extend the No. 7 line from Times Square to a new subway station near the Javits Center at Eleventh Avenue and West 34th Street. An intermediate station, at Tenth Avenue and West 41st Street, has been discussed but is not currently funded.
The Number 7 extension was once merely one item on a laundry list of possible transit improvements. Now it has leapt past such long-discussed mega projects as the Second Avenue Subway in the journey from planners' dream to reality. What happened to bring this about? What are the lessons for getting other big transportation projects done?
One key to the No. 7 extension’s fast progress involved the financing. Mayor Michael Bloomberg and Deputy Mayor Dan Doctoroff, champions of the project, recognized early on that the 7 extension would go nowhere if it had to compete for funding with the Second Avenue subway, connection of the Long Island Rail Road to Grand Central Terminal, airport rail access projects, a new tunnel from New Jersey, replacement of the Tappan Zee Bridge and other mega projects. Thus, they developed a novel funding method. The bonds issued last month, and another set of bonds to be issued in several years, will be paid off using payments made to City Hall in lieu of taxes by new residential, retail and office development on the West Side, payments for development rights in the eastern part of Hudson rail yards themselves, and from other taxes collected from the area. Having its own funding source was immensely important to bringing the 7 extension along.

website for New York City 2030 Planning 

When Amanda M. Burden's stepfather, William S. Paley, built the vest-pocket park that bears his name on East 53rd Street, he saw to it that the four wide stone steps from the street, each only five inches high, stood as an invitation to enter.

Those steps "are just perfect," Ms. Burden recently recalled her mentor, the urban scholar William H. Whyte, telling her. "It makes you want to skip into that park."

It is that kind of meticulous focus on the details that Ms. Burden inherited from Mr. Paley, the tycoon who built CBS, and is now using to profound effect in subtly reshaping New York through her role as city planning commissioner.

January 5, 2007
High-Tech Gadgets in Taxis Will Cut Profits, Cabbies Say
By RAY RIVERA
A plan to provide high-tech enhancements to New York taxicabs — including touch-screen monitors that will allow passengers to watch television, get game scores and track their ride on a global positioning system — drew angry reactions from cabdrivers yesterday who say they will have to foot the bill.
More than a dozen drivers squeezed into a cramped City Council hearing room yesterday to protest the high-tech amenities they will soon be required to install in their vehicles under new city guidelines. The Taxi and Limousine Commission, which regulates city cabdrivers, says the cost of installing and operating the equipment will range from $2,900 to $7,200 per taxi over a three-year period.
...
The plan also requires drivers to accept credit and debit cards. Drivers say the 3.5 percent transaction fee that they would pay would eat into their profits, and that if the card system is down, they could get stuck with the cab fare if the passenger is without cash.
“We’re independent contractors, we’re like entrepreneurs, and we’re forced to take credit cards,” said William Lindauer, 63, who said he had driven a cab in the city for 30 years. “You can’t force a restaurant to take credit cards. And entertainment, we’re forced to provide entertainment?”

By JEFF VANDAM
Published: December 31, 2006

The 16-block enclave of Sunnyside Gardens in western Queens, a co-operative garden community built in the mid-1920s and home to about 8,000 people, has always had a close-knit feel.

That closeness was built into its master plan, which called for modest, two-story brick houses and the occasional apartment building separated by shaded, intimate walkways. Among those who strolled along these paths was the pioneering urban historian Lewis Mumford, one of the original co-operators.

Yet in recent weeks, some of the talk in Sunnyside Gardens has turned sour over the subject of whether the community should be designated a historic district, a move that would protect it from future changes.

Community leaders have been working for four years to win the designation, and their efforts finally seem ready to pay off. The city's Landmarks Preservation Commission is poised to schedule an initial hearing on the subject. In response, however, some residents have begun to argue against the change, on the ground that it would spur unwanted gentrification and thus force out the very people who give Sunnyside Gardens its special character. These opponents say they are getting considerable flak from their neighbors.

by Tom Angotti
December, 2006

Congestion pricing, the idea of charging drivers for bringing vehicles into the busiest parts of Manhattan, has become a kind of holy grail for transportation advocates and urban planners in New York - a coveted prize that has remained out of reach.

A year ago, officials from a prominent civic group floated a proposal to reduce traffic by levying a $7 fee on cars and trucks driving below 60th Street, but they found themselves treated not like visionary crusaders but like bird flu patients when policy makers at City Hall said very firmly that such a change was not on the mayor's agenda for his second term.

By ANNIE KARNI
Special to the Sun
November 20, 2006

While Mayor Bloomberg publicly maintains that the city is not interested in charging drivers a fee to enter Midtown Manhattan's business district during its busiest hours, four independent groups are quietly conducting studies to determine how imposing such a charge could reduce city traffic and benefit the economy.

The studies, set to be released within the next few months, could renew pressure on the mayor to consider instating the fees known as congestion pricing.

Congestion pricing creates a financial incentive to reduce the number of cars on the city's most overcrowded streets and encourages the use of mass transit. Opponents say they don't like the idea of New Yorkers paying to use their own city.

Discount Sneakers in a Duplex World

...

But a great deal of new luxury housing is built or on the drawing board for Downtown Brooklyn, from the BellTel Lofts one block north of the mall to the new condos one block southwest at 110 Livingston Street. With the influx of affluent neighbors, related plans to refurbish Fulton Mall have worried Ms. Cruickshank and some other patrons of the vibrant shopping strip. The mall, they fear, will no longer be for them.

“This mall caters to African-Americans, Latinos, Caribbeans,” said Ms. Cruickshank, sitting in Albee Square at the mall’s edge on an unseasonably balmy afternoon last week. Nearby, a jewelry counter displayed 200 styles of gold door-knocker earrings, and a small running-shoe shop offered Nike Air Force Ones decorated with candy-colored glitter and pictures of Tupac Shakur.

•“When they close down all these local shops that cater to our hair, the clothes we buy, the food we eat, where are we going to shop?” Ms. Cruickshank asked. “Round up 10 people here, and I guarantee you they won’t say they want a Banana Republic. We don’t want another Manhattan. Let Brooklyn be Brooklyn.”

October 15, 2006
East Village
For ‘One of the Last Buffaloes,’ It’s Time to Roam
By JAKE MOONEY
...But most of what has made Mr. Leggieri an East Village fixture — a status derived in large part from his role as an editor and owner of The East Village Other, one of the city’s more memorable underground newspapers — was gone, packed and shipped away.
Mr. Leggieri, 64, is moving out in the face of a 50 percent rent increase, just the latest, on an old storefront he moved into in 1990 when times were bad and the rent was low. Friends and neighbors collected about 150 signatures on a petition imploring the city, which sold the building to the current landlord, to intervene. But with a move-out deadline of this weekend, Mr. Leggieri was getting ready to close.
“I’m just one of the last buffaloes of a giant herd of buffaloes that used to be here, and those are the artists,” he said last week after a long day of cleaning.

Correspondence
An Arm in the Air for That Cab Ride Home
By CALVIN SIMS
Published: October 15, 2006
...
In fact, after living overseas for nearly a decade, I have noticed that in New York, it is much easier for me — a black male in my 40’s — to get a cab.
The change has led me to ask two questions. First, how did this come about? After all, empty cabs zipping by my outstretched arm seemed like a fact of life — a persistent form of discrimination, seemingly impossible to end.
And second, how come progress didn’t come sooner? How could such an obvious form of discrimination — akin to not serving blacks at lunch counters — continue all these years

Security Barriers of New York Are Removed
By CARA BUCKLEY
Published: October 7, 2006

They started appearing on Manhattan streets immediately after September 11: concrete and metal barriers in front of skyscrapers, offices and museums. Some were clunky planters; others were shaped artfully into globes. They were meant to be security barriers against possible car or truck bombers in a jittery city intent on safeguarding itself.

... 

September 23, 2006
Complexes’ Seller Pushes Profits, as Critics Fear Higher Rents
By JANNY SCOTT

Wondering how long it might take a new owner of Stuyvesant Town and Peter Cooper Village to remove most of the apartments from rent regulation? The seller has a prediction: By 2018, the percentage of stabilized apartments in the complexes could plummet to less than 30 percent from more than 70 percent today.

...

MetLife’s brokerage company, which prepared the document, has some tips, too, for potential buyers hoping to appeal to what it calls “the discerning tastes of Manhattan’s market-rate apartment community.” It suggests turning the complexes into gated communities, adding “health club amenities,” selling units, importing doormen and installing “an elite private school.”

The 117-page offering memorandum may paint an overly rosy picture of a new owner’s possible profits in hopes of enticing bidders for what could be a $5 billion sale, but it also suggests strongly that the community’s days as an unpretentious middle-class bastion in increasingly upscale Manhattan may well be numbered.

With “aggressive investigation of potential stabilization violations,” the memo suggests, a new owner could deregulate 1,000 units in both complexes in 2008 alone, “approximately double the current rate.” By investing in major capital improvements, a new owner could speed up rent deregulation and win additional rent increases, even in the rent-stabilized apartments.

Developer Said to Cut Size of Brooklyn Project
By CHARLES V. BAGLI and DIANE CARDWELL
Published: September 5, 2006

Facing mounting criticism of its $4.2 billion Atlantic Yards project, the developer Forest City Ratner plans to reduce the size of the complex by 6 to 8 percent, eliminating hundreds of apartments from the largest development proposal in the city, according to government officials and executives working with the developer.

Forest City is also considering reducing the height of the project’s tallest tower, which is known as Miss Brooklyn, to get it under the height of the borough’s tallest building, the nearby Williamsburgh Savings Bank tower, according to real estate executives. 

New York Daily News - http://www.nydailynews.com
Thursday, August 31st, 2006

If you think it's taking longer than ever to get to work, you're right.
The Census Bureau says New York City now has the second-longest commute in the nation - 34.2 minutes - a slight increase over the past five years and only a little better than Baltimore.
The average commute for the rest of the country is 25.5 minutes - a 24-second drop since 2005.

New York Magazine 

Mr. Ratner’s Neighborhood
Manipulative developers, shrill protesters, and a sixteen-tower glass-and-steel monster marching inexorably forward. What the battle for the soul of Brooklyn looks like—from right next door.
By Chris Smith

She hacks it
BY ELIZABETH HAYS
DAILY NEWS STAFF WRITER
Melissa Plaut is a rarity in the city - a female cab driver and an aspiring writer who chronicles her exploits on a blog and is set to publish a book next year about her experiences on the road.
"I thought it would be my next adventure," said Plaut, 30, who lives in Bushwick, Brooklyn, and worked a string of office jobs before being laid off in 2004 and deciding to get her hack license.

... 

map test-

June 14, 2006
Square Feet
In Major Projects, Agreeing Not to Disagree
By TERRY PRISTIN

...

In New York, however, some critics are wondering if this trend is threatening to distort the planning process. They say the danger is that local groups will agree not to oppose the projects in exchange for favors that may be unrelated to the project's impact on the neighborhood.

...

Speedier cheap rail to N.Y.?
NJ Transit wants to extend its line north from Phila.

By Jennifer Moroz
Inquirer Trenton Bureau
Mon, Jun. 05, 2006

NJ Transit chief George Warrington is pitching a new rail service between Philadelphia and Newark, with the goal of giving central New Jerseyans a quick, cheap ride into Center City.

But the trains, which could be running within a couple of years, also would give another travel option to Philadelphians always on the lookout for a good deal into New York...

Holla Back NYC empowers New Yorkers to Holla Back at street harassers. Whether you're commuting, lunching, partying, dancing, walking, chilling, drinking, or sunning, you have the right to feel safe, confident, and sexy, without being the object of some turd's fantasy. So stop walkin' on and Holla Back: Send us pics of street harassers!

notes from May critical mass ride. snipet below...

9:50pm :
Got a report that around 40th and Broadway a woman was doored by a cop car while in motion. She was in the bike lane. She face planted and broke her colar bone. There is credible evidence that entire incident was witnessed.

----------------------------------------- CRIMINAL MASS ( documentary )-------------------

- A journey through the Critical Mass Bicycle Ride and America’s right to assemble. Filmmaker Christopher J. Ryan ( Warriors: the Bike Race, Still We Ride, Team Spider Television ) has spent the last 18 months tracking his personal experiences as a Critical Mass bike rider, as well as his subsequent journey through the New York State Criminal Court system. The colorful, poignant, and often funny story is told through video footage that includes video diaries, bicycle chase scenes, paddy wagon interviews shot by Chris’ handcuffed hands , voyeuristic NYPD helicopter footage, as well as daring video exposing the presence of NYPD’s previously denied undercover agents ( recently used as the basis of a recent New York Times cover story ). Throughout his extensive journey, Chris tries to juggle his time- consuming legal battles and courtroom appearances, with his day-job working, ironically, on television’s “Law and Order” where he lights the large courtroom sets that are used to pretend to prosecute the city’s real crimes. His misadventures are intertwined with a colorful cast of characters, including:

------------------------------------------------------------------------ ------------------------

-His fellow arrestees, who form a legal aid group known as FREEWHEELS, as they become unwilling participants in the cat & mouse style police chases and exhaustive legal battles. -Chris’ VIDEO CAMERA, a character unto itself as the beaten and bruised little camcorder is repeatedly smashed to pieces and miraculously brought back to life by a sympathetic television news technician named “FLIP”. -Chris’ Father, KEVIN, a military officer and Vietnam veteran, who, horrified at the recent treatment of Cindy Sheahan, becomes heavily involved in his son’s legal battles. -Dozens of unlikely “criminals” such as 8-year old JENNA, who can’t understand “why the police arrest bicyclists” and SHARON, who, at seven months pregnant, when sent to jail for standing on the sidewalk with her bike the night of a Critical Mass ride. ------------------------------------------------------------------------ -----------------------------

- Criminal Mass examines the erosion of the American people’s personal freedoms, privacies, and the right to assemble, while celebrating the unexpected positive effects, communities and friendships forged in the face of injustice.

That Wild Taxi Ride Is Safer Than You Think, a Study Says

April 28, 2006, Friday
By THOMAS J. LUECK AND JANON FISHER (NYT); Metropolitan Desk
Late Edition - Final, Section B, Page 3, Column 1, 807 words

DISPLAYING FIRST 50 OF 807 WORDS -In a city where almost everyone has a story about zigzagging through traffic in a hair-raising, white-knuckled cab ride, a new traffic safety study may come as a surprise: It finds that taxis are pretty safe. So are livery cars, according to the study, which is based on state...

Murder and Vice on the Lower East Side
The Past, Present and Future of the 'Chinatown Buses'
By Cyrus Farivar
Columbia University Graduate School of Journalism

Class of 2005
March 21, 2005
Advisor: Joe Nocera

Philadelphia pick-up/ Drop-Off Location:
55 N 11th St Philadelphia, PA 19107
 
Brooklyn, NY Pick-Up/ Drop-Off Location:
60 ST, 8th Ave. Brooklyn, NY 11220

Black Label bicycle club

(i think it is a documentary - but it is unclear)

 see also myspace page for the film - http://www.myspace.com/bikemovie 

After a Hit and Run, a Bumpy Ride for the Dollar Van

Title:   MY CROWD - Or, Phase 5: A report from the inventor of the flash mob
Authors:    Wasik, Bill
Source:    Harper's Magazine; Mar2006, Vol. 312 Issue 1870, p56-66, 11p

Abstract:    The article focuses on a study which examined the behavior of a flash mob. Flash mob, as defined in the Oxford English Dictionary, is a public gathering of complete strangers, organized via the Internet or mobile phone, who perform a pointless act and then disperse again. The basic hypothesis behind the Mob Project include seeing how all culture in New York was demonstrably commingled with scenesterism, the appeal of concerts and plays and readings and gallery shows.

On the most superficial level, this article focuses on NBC’s decision to move its hit show the Apprentice from New York City to Los Angeles. It raises issues such as branding, regional and cultural differences across the United States and the net of associations that society has about each location.  The article discusses the motivations for moving the setting, although it appears that the main reason stems from a desire to keep things ‘fresh.’  The fifth season will be out this upcoming spring, and even though the show remains popular, NBC wants to make sure that it stays one of the more dynamic programs on the air.

            William Cook’s article from the New Statesman addresses how Woody Allen has caused Europeans to embrace the United States, specifically New York City, through his epitomized portrayal of the city in his films.  The wide reception of Woody Allen’s films in Europe, especially by the French and the British, has turned Allen into a venerated figure in these respective countries.  Cook argues that Allen’s depiction of Manhattan through his films is only an “immaculate illusion” and is therefore deceptive in its portrayal of the landscape.  Cook includes a quote from Allen in which he states, “I constantly run into Europeans whose only sense of New York comes from Manhattan and Annie Hall…If that's what they're expecting to find, I guess they're disappointed.”  Cook does not explicitly reveal whether or not he feels that this is a good or bad concept, but rather just brings it to light to let the reader draw his or her own conclusions.  The essence of this article is Cook’s exploration of what makes Woody Allen’s films so appealing to European viewers, but Cook manages to put it in a larger context by tying in the relationship of the United States with France.