City Launches Van Sharing Program

Photo courtesy NYCTLC

The city Taxi and Limousine Commission (TLC) began its Group Ride pilot program on Monday, which allows privately run commuter vans to operate on some of the bus routes that were eliminated or reduced by the Metropolitan Transportation Authority (MTA) during the last round of service cuts.

Service between the Kew Gardens Union Turnpike subway station and Queens College began on Monday to compensate for the cut Q74 bus route. Other vans serving the former B71 route, the former B39 route, the former B23 route and the former Q79 route, which served Little Neck, Glen Oaks, Bellerose and Floral Park, are expected to begin on September 20.

The vans cost $2 and MetroCards are not accepted. Proper vans will be clearly marked with “Group Ride Vehicle” on the exterior and will have identifying decals inside the van. Pick-up and drop-off locations will be clearly marked by Department of Transportation signage. Passengers may also request to be dropped off along the route if the drivers agree.

“The purpose of this program is to provide safe and reliable service in areas that have been impacted by the MTA’s service disruptions, some of which were already challenged by limited transportation options,” said TLC Commissioner David Yassky. “This is an exciting opportunity for the TLC to help introduce and test an entirely new kind of service that never before existed—one that we believe will help thousands of people get where they need to go in a safe and convenient way.”

Based on the results of the pilot program, additional vans might be put into service in other parts of Queens.

Cracking Down on Commuter Vans: Law Aims to Better Regulate Growing Industry

By Eric Yun

Many residents searching for transportation options in areas underserved by the MTA have found commuter vans ready to fill the void. Most of the vans, however, are run illegally.

Councilwoman Elizabeth Crowley (D-Middle Village) introduced legislation at last Thursday’s City Council meeting in an at- tempt to curb the illegal vans. The bill requires the Taxi and Limousine Commission (TLC) to train the NYPD on the laws about commuter vans and how to properly identify illegal vans. It will also create a “digest of laws” so police understand the licenses, signage, and other materials a licensed and legal commuter van must have.

With MTA service being cut throughout the city, commuter vans are becoming an important part of transportation services.

Mayor Bloomberg recently announced a pilot program that would allow commuter vans to operate on some of the bus routes that were discontinued by the MTA.

But in an overly entrepreneurial spirit, illegal van operators have overtaken the routes of licensed vans. There are approximately 300 legal vans that operate throughout the city. It is unknown how many hundreds operate illegally.

Crowley was joined by Council Members Karen Koslowitz and Dan Halloran at a press conference last Thursday to announce the news to the community. The event was held in Maspeth, which is one neighborhood that has been hit particularly hard by this issue.

“This is first and foremost a public safety issue,” said Crowley. “Illegal and unlicensed commuter vans are operating off the radar of the TLC and the NYPD; they’re not being inspected for safety and they’re not being held accountable. If illegal commuter vans want to continue to operate in this city, they have to abide by the law or else face the consequences. This new bill will strengthen the laws against illegal commuter vans and enforce licensed, regulated, accountable and safer van services.”

“Requiring the Taxi and Limousine Com- mission to train the NYPD to identify the difference between legal and illegal commuter vans is a common sense safety measure that I strongly support,” said Koslowitz (D-Forest Hills), “Commuter vans provide a needed service and we in the council need to make sure that they are safe, legal, and reliable.”

There appears to be bipartisan support for Crowley’s legislation. Halloran (R-Whitestone) was at the press conference pledging his support. “We encourage competition but the competition has to be on a level playing field,” Halloran said.

Roe Daraio, president of Communities of Maspeth & Elmhurst Together (COMET), said the legislation is a “good start” to curb the problem. She noted illegal vans were picking up passengers even as Crowley was holding the press conference. The civic group has long called for better enforcement of commuter vans, which are also a major problem in Elmhurst.

Daraio questioned the need for commuter vans at all in her neighborhood. “We don’t need them here,” she said. One of the biggest concerns for COMET members is reducing traffic in their already congested neighborhoods. “On Grand Avenue alone, there are 500 trucks,” Daraio said. “Getting rid of illegal vans will help alleviate some of the traffic problems.”

MTA Unveils 2011 Budget Plan

Changes Planned for Unlimited Cards

Straphangers who depend on the city’s subways and busses will soon pay extra for their daily rides, especially if they use the unlimited Metro Cards. The MTA, which is facing a deficit of more than $800 million, recently announced a plan that includes cost-cutting measures and fare hikes.

Public hearings are expected to be held in September on the plan, which is expected to be finalized in December.

Under the plan, the MTA honored its 2009 agreement with the state legislature and kept fare hikes at 7.5 percent. Base rides will remain $2.25, but the MTA proposed various increases on other types of MetroCards.

Unlimited Metro Cards received the brunt of the changes. The 30-day unlimited card would cost $99 dollars and be capped at 90 rides. Another option discussed was a $104 unlimited card with no cap restrictions. The 30-day unlimited card is currently $89. Similarly, the 7- day unlimited cards would have a 22-ride cap for $28 or an unlimited card for $29.

The MTA argued even with the increased price, riders would receive significant discounts. “A rider taking 90 rides in a month would pay $1.10 per ride under the $99 option, or $1.16 per ride under the $104 option,” the MTA said in a press release.

Other changes to unlimited cards include the elimination of the 14-day unlimited and the “one-day Fun Pass.” According to the MTA, the two cards account for just 2.9 percent of trips.

Other cost-cutting measures included charging customers a one-dollar “green fee” for buying new Metro Cards. The MTA spends $13 million each year printing new cards. The initiative would reduce litter if more people refilled existing cards, and the surcharge would not apply to cards sold at outside retailers.

The MTA also proposed sacrifices for their labor force. The company already eliminated more than 3,400 jobs to help close their 2010 deficit. Another 210 station agent jobs are eliminated in this year’s plan. Furthermore, the MTA proposed freezing wage increases unconnected to productivity. Subsequently, non-union employees, for the second straight year, will not receive a cost of living raise, according to the MTA.

“The foundation of this plan is the most aggressive and comprehensive overhaul in the history of the MTA,” MTA CEO and Chairman Jay Walder said. “These actions have allowed us to hold true to our commitment regarding fare increases while maintaining the quantity and quality of service that New Yorkers rely on every day. The State’s ongoing fiscal crisis is one of many risks to the plan, but with continued hard work and the participation of our labor unions I believe that this plan can be achieved.”

Officials Vow to Continue Fighting Cross Bay Toll

By Eric Yun

For the past twelve years, residents of Broad Channel and Rockaway were able to drive over the Cross Bay Veterans Memorial Bridge for free thanks to the Resident Rebate Program. For the past week, they have lived with the reality that they also must pay the toll as a result of MTA cost-cutting measures.

The new plan, enacted by the MTA to help close its $800 million budget deficit, now charges $1.13 per trip for qualified residents who use EZ-Pass and $1.54 for drivers using a token. Normal fare for the bridge is $2.75. In a concession from the MTA, the first two trips across the bridge in a given day are charged, but subsequent trips will be free.

"The decision to modify the Rockaway Rebate program was made by the full MTA Board in April after public hearings were held," an MTA Bridges and Tunnels spokeswoman said. "This action was taken to help MTA close an $800 million budget deficit, and was part of a package that included difficult service cuts to public mass transit, as well."

Residents in Broad Channel often depend on the bridge for everyday tasks. As a small neighborhood, Broad Channel is heavily dependent on Rockaway. The closest hospital and police station are both located across the bridge.

“It's deeply disappointing,” said Jonathan Gaska, District Manager of Community Board 14, “It's going to have a negative ef- fect on economic development.” Gaska also said he believes it's “unconstitutional to charge a tax to travel within their own community.”

The MTA argued that inter-borough travel fares are not unusual. "Keep in mind that residents in any NYC borough traveling within that same borough pay subway and bus fares to go from one neighborhood to another," the MTA spokeswoman said.

Local politicians have been vocal in their opposition to the toll. Assemblywoman Audrey Pheffer (D-Ozone Park) said, “I really believe the toll is unfair for everyone.”

Calling it another “expense in difficult times,” Pheffer feared the end of the rebate program would stunt economic development in the communities. Residents may be less willing to drive across the bridge and spend money on entertainment and other non-essential services, which are critical to the economy.

“The MTA is moving in the wrong direction,” said Senator Joe Addabbo (D-Howard Beach). He said the savings the MTA would receive is inconsequential compared to their massive deficit. “I've been advocating to make it a free bridge, at least in Queens,” he said.

Addabbo said he talked to concerned residents who are afraid to open up businesses in Rockaway. They fear people will not come to their store if they have to pay a toll just to get to the area.

“I am outraged by the MTA’s most recent attempt to balance their books on the backs of Broad Channel and Rockaway residents,” said Councilman Eric Ulrich (R-Ozone Park). “The MTA must get serious about its own inefficiencies and poor accounting practices before they reach into the pockets of people just trying to travel around their own community.”

The elected officials all promised to continue to fight MTA's new provisions on the Cross Bay Bridge. “There are many ways we're looking to eliminate the toll. It's a fight we're going to keep on fighting,” Pheffer said.

Residents in the following zip codes are eligible for the $1.13 toll fare: 11691, 11692, 11693, 11694, 11695 and 11697. The modified rates went into effect last Friday, July 23. In 2009, 3.6 million trips were taken by residents participating in the rebate program, which only applies to passenger vehi- cles.

MTA Takes Its Toll on Broad Channel, Rockaway

Starting Friday, July 23, residents living in Broad Channel and the remaining zip codes encompassing Rockaway will have to pay when they travel across the Cross Bay Veterans Memorial Bridge.

Because of a modification to the Rockaway Toll Rebate program, residents in the zip codes 11691, 11692, 11693, 11694, 11695 and 11697 will pay $1.13 per trip, compared to $2.75 for cash customers and $1.71 for non-resident EZ Pass customers.

Rockaway residents also have the option of purchasing tokens, which cost $1.54 per trip.

Residents will pay the reduced rates for each of the first two trips across the bridge however, subsequent trips taken in the same day on the same E-Z Pass tag will continue to be rebated to the account under the Cross Bay Resident Rebate program.

Council member Eric Ulrich (R- Ozone Park) says his constituents, already struggling in a difficult economic climate, are being unfairly taxed. “I am outraged by the MTA’s most recent attempt to balance their books on the backs of Broad Channel and Rockaway residents,” declared Ulrich. “The MTA must get serious about its own inefficiencies and poor accounting practices before they reach into the pockets of people just trying to travel around their own community.”

The rebate plan only applies to passenger vehicles and not to commercial trucks, motorcycles, taxis, buses or limousines. The change in service was approved by the MTA Board in March and is intended to help the beleaguered agency close a nearly $800 million budget deficit.

In 2009, 3.6 million trips were taken by residents participating in the Cross Bay Resident Rebate program.

Straphangers Campaign Ranks M Train City's Dirtiest

By Tamara Best

The results are in for the 11th annual Subway Shmutz Survey, and for commuters in Middle Village, Ridgewood and Glendale, the news isn’t so good. The most widely used subway in the area, the M line, has been named the dirtiest line of all 22 citywide.

The survey, conducted by the watchdog group the Straphangers Campaign, measures the cleanliness of city subway lines based on 2,200 observations between September and November 2009.

The 6 line, which operates in Manhattan and the Bronx, and the C line, running from Manhattan to Brooklyn, were named the best with a rating of 65 percent for cleanliness.

Lines were rated based on MTA official standards. They were named “clean” if subway cars contained ‘light’ dirt or were ‘basically dirt free’-- generally clean overall.

“Moderately” dirty lines had dingy floors and/or one or two sticky dry spots, while “heavily” dirty cars contained spilled food, sticky wet spots and left some seating unusable. The survey did not take litter into consideration.

Commuters waiting for the M train at local stations had mixed reviews for the state of the line on Tuesday morning.

“It tends to be dirtier headed into Manhattan but to me on the Queens side it is pretty clean,” said Michael Phillips, who was waiting for a Queens-bound train.

Another traveler, Michael Ortiz, said he disagrees with the rating. “I don’t believe it’s the dirtiest train line. I’ve ridden it my whole life and there are lines that are much worse like the D train. There’s usually graffiti but that’s about it,” he said.

Diana Kinscherf, who was waiting for a Manhattan-bound train and rides the M line twice a week, described it as “pretty dirty,” with coffee cups and newspapers all over.

There is some good news about the M line. Straphangers reports that 90 percent of M line trains arrive with more regularity, higher than the average of 87 percent. The line also breaks down less with commuters more likely to get a seat.

At the end of the month, the M and V lines will merge, retaining the M line designation.
The new route will run between Forest Hills and Metropolitan Avenue, with service to midtown Manhattan instead of downtown.

Of the 22 subway lines in New York City, more than half run through Queens. In addition to the M line, the E, F, and V service Rego Park and Forest Hills, the L goes through Ridgewood and the E, F, R and V operate in Forest Hills. No lines run through Maspeth. The F and V lines were also cited for having significant deterioration from last year. Overall, fifty percent of cars were dubbed clean, down from 57 percent in fall 2008, while half grew worse according to the survey.

Gene Russianoff, campaign attorney for the Straphangers Campaign said a reduction in
the budget has decreased the MTA’s cleaning staff, resulting in more dirt in the subway.

"It’s as clear as the grime on a subway car floor: an MTA Transit cut in cleaners has meant dirtier cars,” he said. “And more cuts mean more dirt for subway riders.”

In 2009, there were 1,138 cleaners and 146 supervisors, a decline from 1,181 cleaners and 155 cleaners in 2008. The 2010 budget calls for a further decrease with 1,030 cleaners and 123 supervisors.

“We saw a pretty distinct decline between 2008 and 2009,” said Cate Contino with Straphangers. “We will do the survey again next year and see what happens.”

The MTA also conducted their own semi-annual survey, citing that the overall cleanliness of cars improved over the second half of 2009, according to a report published in February 2010.

However, the MTA and Straphangers differed on its assessment of the percentage of clean cars and overall improvement. MTA cited that an average 95 percent of cars are clean, in comparison to 50 percent cited by the Straphangers Campaign.

MTA surveys are conducted only on weekdays between 8 a.m. and 10 p.m. while the Straphangers’ surveys are random throughout the day and night and on weekends.

The MTA released the following statement in response to the survey’s findings:
With the current budget challenges being faced by MTA New York City Transit, we acknowledge that some subway car floors may not be as clean as our customers expect or deserve. However, we will monitor conditions and shift forces as necessary. We also take the opportunity to remind customers to pitch in and help keep the subway as clean as possible by utilizing proper refuse receptacles.

Despite a harsh review for the M line by the Straphangers Campaign, experienced commuters say it’s all a matter of perspective and subway experience. “All of the lines are dirty,” acknowledged seasoned rider Samantha Villafane. “It’s New York City— you have to get used to the dirt.”

Student MetroCards Saved

By Patricia Adams

New York City students will still be able to get discounted rides to school after a decision last week by the Metropolitan Transit Authority (MTA) not to suspend the issue of free student MetroCards.

In an e-mail sent by the MTA on Friday, the authority realized "charging students would have a life-changing impact on the ability of New Yorkers to receive a quality education."

Threats to start charging students half fare began when MTA Chairman Jay Walder announced that unless the city and state contributed more money to the program the agency would have to make up for the lack of funding by charging students. According to the MTA, the student cards cost $214 million per year.

By instituting a charge for students, the authority was depending on about $30 million in student revenue through 2010 and an additional $62 million for the year through 2011.

Now the agency says although the student contributions would have made a “small but important contribution” to closing the $750 million deficit, the consequences would be devastating. "The budget deficit that we are facing will increase," the MTA said in its statement about continuing the free cards, "but the alternative is far worse."

As of 1994, city and state contributions to the program were $45 million each but as of this year, the state had proposed to lower their kick-in to $6 million as a result of the budget crisis. Now the city will continue with its $45 million while the state will be responsible for a $25 million contribution according to a proposal issued by Gov. David Paterson in January.

The heated debate over student fares has played out for the last several months, with politicians and public officials displaying more resistance and hostility over proposed changes for students than the agency’s plans to eliminate bus routes, subway lines and make other service cuts.

Following the announcement by the MTA to continue funding the cards, local elected officials expressed their feelings on the restoration. Councilmember Eric Ulrich (R-Ozone Park) who vehemently opposed the cuts said, “This represents not only a victory for my constituents, but for families of the more than 500,000 city school children who rely on free MetroCards to get to and from school each day. It was totally inappropriate to use students as pawns in the budget negotiating process, and I am glad to see that the state legislature and MTA have decided
to finally do the right thing.”

State Senator Joe Addabbo (D-Howard Beach), who earlier this year organized a petition drive in his district to stop the cuts said, “Together we rallied to send a clear message that eliminating student MetroCards that allow students to ride the subway and bus at a substantially reduced cost would be catastrophic for working families.Our message was heard loud and clear.” The MTA says it will set out to address the agency’s budget deficit as early as next month.

Crime News: Drug Raid and Subway Robbery

Austin Street Home Raided in Drug Investigation

Four individuals were arrested after police executed a search warrant at an Austin Street home, according to police.

Following an investigation by the 104th Precinct’s Street Narcotics Enforcement Team, an apartment at 75-02 Austin Street in Forest Hills was raided at about 6 a.m. last Saturday. While the home is within the confines of the 112th Precinct, the investigation and arrests were conducted by the 104th Precinct.

Inside the home, officers found a “substantial amount” of drugs including marijuana, heroin and an assortment of prescription pills. In addition, an undisclosed amount of cash and drug paraphernalia was also recovered at the scene.

Arrested were: David Evan, who police say lived in the apartment, and Alexis Afflick of Manhattan, Robert Kane of East Brunswick, N.J., and Michael Caccavale of Baldwin. All were charged with felony possession of controlled substances, according to police.

Man Robbed Outside Subway Station

A man was robbed by armed gunmen while entering a Ridgewood subway station last week, police reported.

The victim was about to enter the subway station at Halsey Street and Wyckoff Avenue at about 10:30 a.m. on April 22 when he was approached by two black males, according to the 104th Precinct. One of the perps flashed a gun at the victim and forcibly removed his phone and money before fleeing the scene.

A search of the area was conducted by officers from the precinct and transit division, but the suspects were not located. The investigation is continuing.

Sudden Appearance of Heavy Trucks has Glendale Residents Worried

MTA Moving Contractors into 88th Street Storage Facility

By Conor Greene

The sudden appearance of tractor trailers and MTA work trucks along a quiet Glendale street has some residents worried about long term impacts on the local quality of life.

The concern arose after resident Kevin Burns noticed “huge trucks with pipes and giant wheels of wire” headed to the last property along 72nd Drive in the past week or so. A worker on the site told him that he was an LIRR employee and that the activity had to do with the planned East Side Access Project, which will connect the LIRR to Grand Central Station.

Burns, who was awakened several times by trucks coming and going late at night or early in the morning, became worried that the activity is “out of character for the neighborhood,” with the large trucks barely able to clear the turn onto 72nd Drive. “Will they be part of our lives for the foreseeable future, arriving and departing at odd hours?” he wondered in an e-mail he forwarded to various community leaders.

In response, an MTA spokesman told The Forum that the activity residents are noticing is part of the process of allowing contractors to occupy the agency’s storage 70,000-square-foot storage facility at 88th Street and 72nd Drive. The building will store equipment and supplies needed for the East Side Access Project, and trucks are only supposed to be traveling through the neighborhood between 9 a.m. and 2:30 p.m.

The spokesman, Aaron Donovan, was unable to comment specifically on the photos circulated by Burns or say for sure if those trucks are part of this project. “I can confirm that we are in the ramp up phase of beginning to use the storage facility. The important thing is this will be about a one-week move in process, after which truck traffic should decrease significantly,” said Donovan.

The storage facility is expected to be used for the next four to five years for the East Side Access Project. “Over the long-term, I would say that the residents in the area can expect to see a very dramatic decrease in the amount of truck traffic compared with the ramp up phase,” said Donovan. “I can’t tell you how much will remain, but there will certainly be far less than there currently is.”

In the meantime, Burns said residents are left wondering who will be responsible for fixing damage caused by the trucks, including tire tracks on the sidewalk, a broken stop sign, a large hole in the pavement and a broken drainage grate.

“I understand this is stimulus money, and people need work. And they are valiantly trying to minimize the impact,” said Burns. “But it seems to me that most of this money went down to Texas, where all that piping was fabricated, and not to Glendale. And now we have to repair the damage.”

Editorial: Beware of Blind Spots

Most of us have who drive have, on at least one occasion, held our breath behind the wheel-- gasping over a near miss with a car in the next lane. “I didn’t see that car. It was in my blind spot.”

Over the past week, another “blind spot”, one far more dangerous, appeared in the local news when three men were stabbed on a Manhattan train, early on Sunday. Two victims died from their injuries, a third was seriously wounded, their attacker left the scene without a trace-- and the subway station where the crime occurred did not have a security camera.

But these dangerous “blind spots” in crime and terrorism surveillance along the subway system of the largest city in the United States don’t occur just because of the lack of cameras. They exist also because of the 4,313 security cameras that have been installed, almost half just don’t work due to mechanical difficulties. In fact 2,043 of the cameras operated by the Metropolitan Transit Authority (MTA) are presently out of service due to a situation of which Mayor Bloomberg says, "I think it's fair to say the MTA does not have enough money to provide the level of security that people want and that we should have,” and “Someday we're going to get very badly hurt because of it."

Another contributing factor in the subway “blind spot” are the to-the-bone budget cuts--$93 million-- made by the MTA, resulting in unmanned token booths and far fewer officers to patrol our subways. The same cuts have resulted in a shortage of officers responsible for patrolling bridges and tunnels over the weekends.

While pressed about culpability in the matter of securing the city’s subways, the MTA and Lockheed Martin, the company contracted to install cameras and cell phone stations in the subway system, continue to play a dangerous game of finger-pointing. The result of which is a lawsuit filed by both parties. According to Lockheed Martin, their progress has been delayed because the MTA has denied them adequate access, while the MTA contests that Lockheed delivered faulty equipment.

Although crime is down on the city’s subways overall, the fact remains that a system which is responsible for transporting more than five million New Yorkers every day is not secure and remains an ever attractive prospect for criminals and terrorists. The NYPD does not rely on any surveillance devices operated by the MTA. They have officers routinely patrolling the subways and also conduct random searches in stations scattered across the five boroughs.

Clearly a more functional and cooperative effort among all the city agencies who contribute to mass transit security could eliminate more crime and add to safety for crowds of commuters under threat of terrorist activity. A most recent attack by suicide bombers in Moscow both points to the vulnerability of the subway system as a target and emphasizes the critical need for maximum surveillance.

The NYPD continues to install a network of thousands of security cameras throughout the city to be manned by private surveillance companies as part of an intensive security initiative. The onus is now on the MTA to adjust cost cuts and restore or re-acquire whatever funding necessary to initiate and maintain that subway riders in NYC are not faced with deadly blind spots.

MTA Reportedly Considering Nixing M Train Line

V Line Would be Rerouted to Metropolitan Avenue

By Conor Greene

Western Queens residents and officials are anxiously awaiting official word from the MTA on the future of the M train following reports the agency is considering eliminating the line and rerouting the V train to Middle Village.

The MTA is not commenting on the rumors, which were reported this week in amNY and various transit blogs. A spokesman said Wednesday that MTA officials are “reviewing the package of service reductions that was adopted by our board in December, but I cannot speak to any individual cuts or restorations to services on any of the lines individually as the process is going.”

According to the reports, the MTA would eliminate the M line, which currently terminates at Metropolitan Avenue in Middle Village. The service reduction package contained within the MTA’s doomsday budget adopted in December already includes cutting M service to Brooklyn. The M line would be replaced by the V line in northern Brooklyn through Ridgewood and Middle Village.

In response to the rumors, Councilwoman Elizabeth Crowley (D-Middle Village) said she hopes the service reductions don’t unfairly impact Queens commuters. “Clearly, the MTA needs to be reminded that the people of Western Queens need transit too,” she said in a statement to The Forum. “While the MTA brainstorms a makeover for its doomsday cuts, I hope they will consider sharing the burden with Manhattan riders rather than continually eliminating options for the Queens riders.”

Vincent Arcuri, chairman of Community Board 5, said his Transportation Committee is looking into the situation. He noted that the V line currently provides greater overnight and rush hour service than the M train. “During rush hour you can wait for three trains from lower Manhattan before you get an M,” said Arcuri. “We’ll have to analyze it. I would hope they wouldn’t adjust the schedule down if it went that way.”

According to the MTA, a series of public hearings would be held once any official decisions are made regarding service changes. “We’re a few steps out before anything takes place,” added the spokesman, Aaron Donovan. “Now that we have a little more time to evaluate the cuts, we’re taking a closer look at them.”

Officials Vow to Again Fight Proposed MTA Cuts

W, Z Trains, Q56 Bus Among Threatened Lines

By Conor Greene

With a sense of déjà vu, elected officials and community leaders again find themselves fighting against proposed service cuts that are included in the budget plan recently approved by the MTA.

The MTA’s budget plan, unanimously approved last Wednesday, was forced to address a $383 million gap that developed over the past two weeks as a result of state budget cuts and lower than expected tax revenues. To close this gap, the MTA’s budget plan includes elimination of student discount, cuts to the Access-A-Ride program, elimination of the Cross Bay Bridge toll rebate program and service cuts along some bus and subway lines.

Among the proposed service cuts are elimination of the W and Z trains and more than a dozen borough bus lines, including the Q56, which runs along Jamaica Avenue. While this results in a redundancy of services in some ways, residents and officials say having both a bus and train option along Jamaica Avenue is essential for senior citizens, the handicapped, families and customers.

In addition to elimination of the W and Z trains and the Q56 bus, frequency of the J train would be reduced, and the following bus lines would be eliminated: Q24, Q30, Q31, Q41, Q42, Q84, Q74, Q75, Q76, Q110, QM4, Q21 and X28.

To draw attention to the cuts, officials including Assemblyman Mike Miller, Councilman Eric Ulrich, Councilwoman Elizabeth Crowley and Assemblyman Rory Lancman gathered on Tuesday and urged the MTA to reconsider. “It is going to have a major impact on Woodhaven and Richmond Hill,” said Miller. “It doesn’t make sense – why would you cut the mode of transportation the majority of the community uses?”

For many seniors, the bus is essential because it is difficult for many to climb the several dozen stairs leading to the elevated train stations along the J line. “We know that cuts have to be made. Let’s start at the top and work our way down,” added Miller.

Lancman noted that his district is being threatened with elimination of the Q74 bus, which brings students to Queens College. He recalled that during the last round of budget negotiations and threatened service cuts, legislators agreed to implement a payroll tax to fund the authority. “That was a bitter pill for our economy to swallow… but we were assured by that MTA that was what as needed to prevent the cuts we’re talking about today,” he said, calling the authority a “very sloppily run organization.”

“The MTA needs to start at the top and make itself a well-run organization,” added Lancman. “Then maybe we can talk about the need for sensible service cuts. The focus of this conversation has to be about how the MTA is going to reform itself.”

Crowley said that Councilman James Vacca has devised a plan to avoid the cuts by instead reallocating $140 million of capital funds to temporarily close the budget gap. The funds would come from two sources: more than $90 million in unspent federal stimulus aid that may be allocated towards operating expenses, and about $50 million in MTA operating funds that are currently being used to supplement the capital budget.

Ulrich called the service cuts “a slap in the face of the working men and women of this city” and said they target the “most vulnerable” including students and seniors. “They are telling us they don’t care about Woodhaven, and to me that is the biggest disgrace,” he said.

Maria Thomson of the Greater Woodhaven Development Corp. reminded those in attendance at Tuesday’s press conference that the same fight was waged just last year. Since Jamaica Avenue’s Business Improvement District stretches for 25 blocks, Thomson argued that having bus service along the shopping corridor is essential. “We’re going to make the MTA care [about Woodhaven] because we’re going to fight for this,” she vowed.

In a statement announcing the budget decision, MTA Chairman and CEO Jay Walder said that it is impossible not to have service cuts that impact people when $400 million is taken from the budget overnight, but recognized the need to restore the public’s confidence in the beleaguered authority.

“We have a responsibility to assure our customers and taxpayers that every dollar they sent to the MTA is used as effectively as possible,” he said. “We can’t say that today, and that is why we have to fundamentally change the way that we do business. In short, we must take this place apart to find the efficiencies that will make it stronger. We can’t do it fast enough to take off the table the things we’re taking about today, but this effort is our best chance to restore the MTA’s credibility and protect the critical services we provide.”

City Council Stirs Up Sick Leave Controversy

Bill Would Require Small Business to Provide Paid Days Off

By Patricia Adams

A bill introduced by the City Council has fueled a strong two sided argument over proposed paid sick leave for employees. Intro No. 1059 would require NYC small and medium businesses, (SMB’s), to give workers, both full and part time, nine paid sick days.

Small business is defined in New York State as those enterprises who employee fewer than 100 people, while medium business can employ 500.

Supporters of the measure report that nearly one million New Yorkers of the city’s workforce do not receive any paid sick days. Finger pointing by advocates of the bill supports the idea that a lack of paid sick days contributes to poor health outcomes, the spread of contagious disease and lower productivity from workers.

The Community Service Society of New York (CSS), a 160 year-old institution whose focus is on fighting poverty and advancing public policy innovations for low-income New Yorkers says that workers without paid sick days are more likely to go to work when they are ill and also send their kids to school sick.

Proponents say that when workers without sick leave are faced with decisions about taking off from work, it is not their health that is the biggest contributing factor in their decision. Co-sponsor Councilmember Eric Ulrich says that people are going to work sick because they cannot afford to lose the day’s pay, perhaps even their job. “In times like these, people deserve the peace of mind and know that their hard work merits time off when they are sick,” Ulrich said, “Despite objections, this is not an entitlement. It’s time off that workers must earn.”

While small business owners say they understand the dilemma of employees, they are facing another set of challenges. Carl Hum, the president and CEO of the Brooklyn Chamber of Commerce expressed his views in a statement written on behalf of the 5 Boro Alliance, a coalition of Chambers throughout the five boroughs that is strongly opposed to the legislation.

“In response to the biggest economic crisis since the 1930s, many businesses, big and small, have already cut overhead, payroll and services. Add to that increased taxes (including the new mobility tax on payrolls to support the cash-poor Metropolitan Transportation Authority), increased water and electricity rates, and additional fines and fees, and it becomes clear why New York City is renowned for being a difficult and costly place to do business.”

Hum concluded by saying that the coalition’s real objection to the bill is not that employees do not deserve paid sick time. It is the “broad-stroke” approach that would mandate the business community under such legislation and remove all flexibility from business owners.

Now the city council seeks to enact a measure that has proven successful in other cities, namely San Francisco, where initial objections were similar to those being bantered about among New Yorkers. Prior to the enactment of the bill in San Francisco there were almost 120,000 workers without paid sick leave. Now, with the paid days in place, many of the business groups and skeptics who opposed the bill admit that it has posed very few problems for their members.

According to a report released by the Drum Major Institute, a non-partisan, non-profit think tank, the industry most affected by the new mandate in San Francisco, restaurant and hospitality businesses, saw strong growth relative to other counties in the region.

Although it is expected that the bill will be amended to include a lesser number of sick days than the nine originally proposed, the urgency of any inclusive measure is heightened by the infiltration of the swine flu.

“If we make serious considerations about the people most affected by this bill,” says Ulrich, “it is a sector of the workforce comprised of employees that have more public contact than any other.” Ulrich says that the restaurant and hotel workers have the largest potential to impact public health by coming to work sick. He also added that the same people would likely be the ones faced with the decision of having to send their sick children to school or daycare so they wouldn’t have to lose the day at work.

The city council's Civil Service and Labor Committee held a hearing on Intro.1059 back in November. A final vote has not been scheduled to be taken.

Approval Granted for Greenspace at Rundown Intersection

The LIRR has signed off on a plan spearheaded by Councilwoman Elizabeth Crowley to beautify the intersection of Fresh Pond Road and Metropolitan Avenue, which is currently dominated by a run-down building that was formerly home to a newsstand.

Crowley (D-Middle Village) was joined at the site in September by fellow elected officials to call on the LIRR, which owns the property, to allow a community greenspace be created until a plan to develop the area moves forward. That plan has been delayed for years, leaving the structure to deteriorate at the intersection where Maspeth, Middle Village and Ridgewood meet.

“I am excited that the LIRR has approved our plan to clean up and green up the property,” said Crowley in a statement. “For the past decade this abandoned old newsstand has invited graffiti, vandalism and traffic. As one of the busiest intersections in Queens, beautifying this corner will help east traffic tension, reduce crime and attract consumers to surrounding businesses.”

The next step, according to Crowley, is securing funding for the project. Her office is estimating that about $100,000 will be needed to demolish the structure and replace it with greenery and benches. She plans on working with city and state officials, including Assemblymembers Mike Miller (D-Glendale) and Cathy Nolan (D-Ridgewood) in hopes of finding money to complete the intersection’s transformation.

“This is an important community initiative,” said LIRR President Helena Williams. “We are working with Councilmember Crowley to help the community identify a source of funding for removal of the old newsstand building and to develop a green area.”

The intersection is one of the busiest in the borough, with six different bus lines passing through the area each day, along with thousands of vehicles and pedestrians. At a recent hearing on the MTA’s 2014 capital plan, Crowley testified about the property and provided board members with photos of the abandoned LIRR-owned properties. Board members then surveyed the area before approved her proposal.

Eyesore at Major Intersection Might Become Community Greenspace

By Conor Greene

The intersection of Metropolitan Avenue and Fresh Pond Road – where Maspeth, Middle Village and Ridgewood meet – is currently dominated by a rundown newsstand on land owned by the LIRR, and local officials are hoping to turn the property into a greenspace.

Councilwoman Elizabeth Crowley (D-Middle Village) was joined at the site last Thursday by State Senator Joseph Addabbo (D-Ozone Park), Assemblyman Mike Miller (D-Glendale) and community leaders to call on the LIRR to turn the land over to the community until it’s needed for a long-delayed bridge replacement project.

“While we continue to wait for the MTA to finally develop this area, we should be granted the opportunity to beautify this property in the meantime,” said Crowley. “The thousands of Queens residents who pass daily through this intersection have had to look at the dilapidated condition of this property for over a decade. This long-time eyesore hurts the surrounding businesses and stifles the area’s economic growth.”

Under Crowley’s plan, the LIRR would simply give the community approval to knock down the building, clear the site and plant a community greenspace. She estimated the project would cost about $10,000 and could be covered by donations and community volunteers. “This is a reasonably achievable prolocalposal that will benefit the area drastically,” she said.

On Tuesday, LIRR President Helena Williams said agency officials are willing to meet with community representatives to hear their suggestions. “I want to thank Councilmember Crowley and other members of the community for bringing this situation at Metropolitan Avenue and Fresh Pond Road to my attention," said Williams. “While our plans to redevelop the site remain on hold, the LIRR welcomes suggestions for its interim use. We certainly support beautification options and would like to meet with community representatives to hear their suggestions."

The proposal was also supported by Addabbo, who said, “This property means very little to them but a lot to our community.” He said upgrades to the area would benefit the community both in terms of aesthetics and economically, as it will become more inviting to shoppers. “This is a blight. It’s unfair to the residents to face this everyday.

Local Democratic District Leader Tom Bornemann said the current situation has existed for about a decade, during which time several former Republican council members failed to address it. “This was brought to the councilman [at the time] eight years ago and nothing has been done until now,” he said.

Also on hand to support the project was Community Board 5 District Manager Gary Giordano – who noted the $30 million bridge replacement project was supposed to begin in 2004 – and Ted Renz of the Ridgewood Local Development Corp – who recalled that the intersection was formerly home to a train station. “This should be another transportation hub in the future,” said Renz. Assemblywoman Cathy Nolan (D-Ridgewood) also supports the initiative but was unable to attend the press conference.

A city Department of Transportation spokesman was unable to say when the bridge replacement project will take place. However, the department will continue to work with the MTA and LIRR to determine the project’s scope and timing for maintaining the bridge while meeting the needs of the community, the railway and its customers, according to the spokesman.

Crowley said the focus is now on cleaning up the former newsstand property, but noted that a former service station across the street is also owned by the LIRR. “We’ll do this one first and that property will be our second request,” she said.

“They need to take care of the local community, and all it would take is the flick of a pen,” added Miller.

Woman Raped in Forest Park

Dragged Into Woods Near Park Lane South

By Patricia Adams

In the third sexual attack in Forest Park since the start of summer, a 29-year-old female was raped early last Thursday morning. The victim, a student teacher at a Cambria Heights school, was on her way home sometime after 2 a.m. Authorities say she was returning from a late night appointment with her hairdresser.

After getting off the J train at the Woodhaven Boulevard and Jamaica Avenue station, the woman proceeded toward her home on nearby Park Lane South. It is unclear if she made a stop at Dunkin Donuts, as initial reports stated.

Approaching the intersection of Woodhaven Boulevard and Park Lane South, an unidentified black male she described as approximately 6’4”, with a goatee and braided hair accosted the young teacher. In her statements to police the victim stated that her assailant came up from behind, wielding a knife and pressed it to her neck.

Early morning passersby looked to police at the crime scene for answers. “I use the tennis courts here a few mornings a week,” Janice Wasser said. “I will think twice and three times about ever venturing down here on my own now.” Residents continued to express their surprise and alarm as they stared at the yellow police tape and a Crime Scene Investigation vehicle parked alongside the street.

“This is really giving me the creeps,” Michelle said. The mother of two walks her toddlers in a stroller past the scene of the rape every day. “It’s scary to think you can’t walk along the street. You think about it but when you see it right there…you have to remember it. It really scares you.”

Police canvassed the area to determine if anyone witnessed any part of the attack which has been described by sources as brutal.

Television reports on the day of the rape stated that the attacker had apologized to his victim and told her he did not have A.I.D.S. The woman was taken to Queens Hospital Center, one of two Sexual Assault Forensic Examiner (SAFE) Centers of Excellence, where sexual assault victims receive sensitive care within one hour of their arrival.

Earlier this year two women were attacked on the same day, in different locations in Forest Park. Back in June, a young attacker raped one woman less than two hours after having tried to rip off the clothes of another woman who was at the park exercising. The rape victim in those attacks was out for a stroll at 7:45 p.m. that evening.

Police are still vigorously investigating all information in regard to this case. The suspect is still at large.

Ridgewood, Ozone Park Home to Some of City's Worst Subway Stations

By Conor Greene

Ridgewood now has a new claim to fame: the neighborhood is home to the subway station deemed most in need of repairs by the city MTA. In addition, a number of stations along several lines in south Queens received poor scores in a recent MTA survey assessing conditions of stations citywide.

The survey found that the Seneca Avenue stop on the M Line ranked highest in terms of problems such as rust, peeling paint and crumbling concrete. Each of the city’s 468 stations were graded one a scale of one to five (with five being the worst) on the condition of its interior and street stairs; platform walls, floors, ceilings and edges; platform columns and other support spans along with other categories.

Using those results, each station was ranked based on the percentage of components rated 3.5 or higher. The Seneca Ave. station received a score of 86%, and several other stations along the line didn’t fare much better. The Central Avenue stop was graded at 76%, slightly worse than the Forest Avenue stop, which received 73%. The Fresh Pond Road station was graded at 64%, while the Knickerbocker Avenue stop – which is in Brooklyn - fared better at 45%.

While other stations around the city might seem grimier or more in need of attention, the survey – conducted for MTA NYC Transit by an independent firm – looked at areas such as the structural integrity of stairs, walls and platforms. The 50 stations with the highest percentage of problem categories were placed on a list of priorities for the agency’s Station Renewal Program. Half the stations, which have yet to be identified, will receive an average of $10 million in repairs and upgrades over the next five years.

In addition, the MTA’s 2010-14 capital plan includes funding for 14 major station renovations. The long term goal is to eliminate all components rated 3.5 or worse within 15 years, at which point the agency would “maintain a state of good repair at all NYCT stations.”

Other local stations that made the list of the 50 stops receiving the poorest scores include The J/Z line’s 121st Street and 104th Street stops and the A Train’s 80th Street, 88th Street, Rockaway Boulevard, 104th Street, 111th Street and Lefferts Boulevard stations. Several stops in western Queens along the N/W and 7 lines also made the list.

Councilman Eric Ulrich (R-Ozone Park), who rides the A Train to City Hall on a regular basis, said "it's no suprise that some of the subway stations in this part of Queens have ranked among the worst in the city. The people who ride these trains everyday, myself included, have known this for years."

He said he has been "aggressively pushing the MTA to invest capital money to improve the structural integerty and phyisical appearance of some of these stations... Certainly when a station is in disrepair and covered with graffiti and garbage, people are going to get a false impression that the community is one the decline," he said. "These are very visible sights of a community, and for some people the only exposure to the area they have."

Officials Demand Repairs to Jamaica Ave. Elevated Tracks

Say Eyesore is Hurting Businesses, Accident Waiting to Happen

By Conor Greene

Area elected officials and community leaders are pushing the MTA to repair the elevated subway tracks above Jamaica Avenue, arguing that years of neglect has produced a dangerous eyesore that is stifling economic development in the area.

State Senator Joseph Addabbo (D-Howard Beach), Councilwoman Elizabeth Crowley (D-Middle Village) and Maria Thomson of the Greater Woodhaven Development Corp. gathered with residents near the intersection of Jamaica Avenue and Woodhaven Boulevard on Monday to draw attention to the need for immediate structural repairs.

“For far too long, the Jamaica Avenue elevated train has been neglected,” said Crowley. “This is an accident waiting to happen… It is a serious situation that has to be addressed.” She noted that the structure was included in the MTA’s five-year capital plan that just expired but was eliminated due to lack of funding. Now, Addabbo and Crowley are pressuring the MTA to ensure that the work is included in the upcoming capital plan.

“I’ve been coming along Jamaica Avenue since I was a kid… and it hasn’t changed since I was five years old,” said Addabbo. “It looks the same, and that’s a sad story. I’m hopeful to bring this project to the forefront.”

Thomson, who has been involved with the GWDC for more than two decades and is a thirty-plus year resident of the neighborhood, said “it’s time for Woodhaven to get some attention from the MTA” after being ignored for years. “For far too long, Woodhaven has suffered with this monstrosity,” she said, adding that the GWDC has been pushing to have the tracks repainted and repaired for the last 15 years.

Crowley and Addabbo made the case for repairs in a letter to Senate Conference Majority Leader Senator John Sampson, urging him to immediately move the project forward.

“Jamaica Avenue is lined with businesses and we believe it is on the cusp of turning into a thriving economic engine for the borough… Unfortunately, the most prominent feature is the rusty and deteriorating overhead J-line subway,” they wrote. “The condition of the elevated train not only deters visitors but is, most importantly, an accident waiting to happen.”

While the project has yet to go out to bid, Crowley said the repairs would likely require a multi-million dollar contract. “That’s what happens when you neglect steel for far too long,” she said. “I’m not sure why they haven’t [solicited bids] and that’s why we’re here today… People like to shop in a beautiful business district… It’s a tough economic time and painting the elevated train would definitely help businesses in the area.”

In response, MTA NYC Transit spokeswoman Deirdre Parker said agency officials “realize the importance of regular painting of the steel elevated subway structures to protect against corrosion, extend the life of the structure and improve neighborhood aesthetics.”

The proposed 2010-2014 MTA capital program contains $521 million for line structure rehabilitation, painting and enhancements including overcoat painting of 18.5 miles of elevated structure on the Brighton, Broadway-7th Avenue, Canarsie, Culver, Jamaica, Rockaway and White Plains Road lines. In addition, repairs are planned for 7.3 route miles of elevated structure on the Jamaica line and the Far Rockaway and Rockaway Park viaducts, added Parker

Transit Worker Dies after Fall onto Tracks

Firefighters administered CPR to a transit worker from the MTA Tuesday morning, after he fell onto the tracks at the Rockaway Boulevard station of the “A” train.

Scott Baur, a 26-year transit employee, fell off the platform around 10:30 AM and hit the electrified third rail, according to fire department officials.

The 48-year-old father of three was lying on the tracks when the fire department arrived. “He had no pulse when firefighters arrived at the scene,” said FDNY press spokesman Frank Dwyer. Attempts at resuscitation were made on the tracks, again on the platform and on the way down the stairs to a waiting ambulance. Baur was rushed to Jamaica Hospital where he was pronounced dead.

“The untimely passing of any transit worker is a tragedy but because of my background working on the tracks, the death of a track worker hits me especially hard,” said Department of Subways Senior Vice President Steven Feil. “He will be sorely missed by his co-workers.”

Initial news and web reports indicated that Baur had collapsed before falling onto the tracks. Charles Seaton, a spokesperson for the NYC Transit, said that the cause of death had not yet been determined.

On a website where MTA and NYC Transit workers exchange thoughts online, there were expressions of sympathy and the need for improved conditions with regard to the third rail.

One comment spoke of the need for safety markings. “Me being in OSHA training, having 3rd rails well marked is something that I think needs to be looked at by all agencies. Yes there are some that have the rail better marked than others, but the rail covering should have some form of reflective or very noticeable markings on it”.

Another submission read “One thing that WOULD help would be the contact shoe/rail arrangement. NYC Subways use a 'hot shoe' pickup riding on the 3rd rail's top surface. Somewhere, I can't remember, possibly LIRR, uses a shoe that rides the bottom of the 3rd rail which would allows better fitment of safety guards, plus reduces snow/ice build up problems with the pickup being forced up, off the rail by packed ice, then stalling equipment. I remember a few guys mention some have been hit with the 3rd rail current & live. But just a few.”

City Tackles Traffic 'Nightmare' at Middle Village Intersection

By Conor Greene

The city Department of Transportation has taken several minor steps to help alleviate traffic nightmares local drivers experience daily in the area of Dry Harbor Road and 80th Street in Middle Village after receiving complaints about the area.

Councilwoman Elizabeth Crowley (D-Middle Village) wrote several letters to the city DOT over the past few months after several constituents informed her of unsafe conditions at Furmanville Avenue and 80th Street and at 80th Street near Cooper Avenue.

In response, the DOT conducted an investigation of “the complex intersection of Dry Harbor Road, 80th Street and Furmanville Avenue” and has changed the timing of traffic lights to help improve traffic flow, according to a department spokesman. The light for traffic headed north on 80th Street will remain green for 11 seconds longer in the morning and six seconds longer in the afternoon, and the green light for westbound Furmanville Avenue traffic has been increased by six seconds in the afternoon.

The DOT will continue to monitor the area to determine if additional changes are warranted, according to spokesman Montgomery Dean.

In her letter to DOT Borough Commissioner Maura McCarthy, Crowley noted that an 84th Street resident “is concerned for the safety of the neighborhood” especially due to two schools in close proximity to the intersection. “Drivers are unable to make a left turn westbound onto 80th Street from Furmanville before the light turns red due to the large amount of cross traffic.”

In response to complaints from John Hegener of 67th Road, Crowley wrote that “something must be done to alleviate the excessive traffic conditions on 80th Street,” where “vehicles are at a stand still for blocks.” She suggested looking into solutions including adjusting the light sequence or altering the traffic pattern.

In an interview, Hegener, who has lived on the block for 54 years, said the problem isn’t as bad during the summer, “but once school starts again, 80th Street becomes a nightmare.” He also said the problem became much worse after the Shops at Atlas Park’s former owners, the Hemmerdinger family, convinced the MTA to reroute two bus lines past the Glendale shopping mall.

“It’s happened mainly since the mall [opened] and since the buses,” said Hegener. “It’s just discouraging because it all has to do with the mall, and there is nobody going to it now. Once they put in stores that people actually start going to, it’s going to be a real nightmare… It gets so bad on the side streets that feed Metropolitan Avenue that you have to sit there for three or four lights.”

Hegener said the one thing he doesn’t want to see the city do is eliminate on-street parking spaces so that traffic patterns could be altered. “The city will probably alleviate the problem by taking away parking, which will lead to more problems for the residents.”

In a press release, Crowley thanked the DOT for investigating the issue, which she said must be resolved to get drivers moving again on local streets.

“I am glad the [DOT] began looking into ways to alleviate traffic issues for drivers on 80th Street,” said Crowley after the department studied the area. “The people who rely on 80th Street on a daily basis are all too aware that during rush hour 80th Street is like a parking lot because cars aren’t moving. It is imperative that we fix this situation for the motorists, the students of PS/IS 87 and the residents of 80th Street.”