Gotham Gazette Gotham Gazette is an online publication covering New York policy and politics as well as news on public safety, transportation, education, finance and more. http://www.gothamgazette.com/component/tags/tag/move-new-york 2017-12-14T17:13:18+00:00 Webmaster webmaster@gothamgazette.com Debate Showcases Sharp Differences Among Mayoral Candidates on Transit, Congestion 2017-10-11T04:00:00+00:00 2017-10-11T04:00:00+00:00 http://www.gothamgazette.com/?id=7245:mayoral-candidates-differ-sharply-on-fixing-transit-congestion Ben Max <p><img src="http://www.gothamgazette.com/images/graphics/2017/reset_1/36499054863_5761560921_z.jpg" alt="de Blasio subway" width="600" height="399" /></p> <p>De Blasio on the subway (photo:&nbsp;Edwin J. Torres/Mayor's Office)</p> <hr /> <p>The first general election mayoral debate, held Tuesday, was often devoid of substance amid repeated interruptions of a restive audience and candidates who seemed more interested in scoring political points than talking policy. Mayor Bill de Blasio regularly retreated to stump speech talking points as his opponents, Assemblymember Nicole Malliotakis and retired NYPD detective Bo Dietl, attacked him over and over again. Malliotakis offered up a few policy proposals while Dietl largely blustered and ranted through his time, at times overshadowing any policy ideas he was putting forth.</p> <p>On the issues of mass transit and street congestion, however, none of the candidates, including de Blasio, seemed to have immediate solutions for the city’s problems with its deteriorating subways and clogged roadways.</p> <p>Earlier this year, de Blasio faced ample criticism for a seemingly lax attitude over problems in the subway system, which cascaded into a full-blown crisis this summer with repeated train breakdowns, derailments, and unrelenting delays. He was dragged by transit activists and political opponents to ride the subways more and to use his bully pulpit to advocate for increased funding and immediate action by the state, which controls the MTA and bears most responsibility for the subways.</p> <p>After MTA Chair Joe Lhota put forth an emergency subway action plan and asked the city and state to split the $836 million price tag, Governor Andrew Cuomo agreed and de Blasio balked, saying the city should not be on the hook for any more funds and insisting that the state repay money it had raided from the MTA -- ironically, the same $456 million figure now being asked of the city.</p> <p>De Blasio pitched a millionaire’s tax proposal to fund MTA repairs as well as subsidized fares for low-income New Yorkers, addressing another area of significant criticism, his unwillingness to fund the “Fair Fares” campaign. His proposal was immediately panned as having little hope for passage in Albany and as lacking immediacy. The mayor pointed back to the state, and Governor Andrew Cuomo.</p> <p>At Tuesday’s debate, both Malliotakis and Dietl agreed that the city bears significant responsibility for the MTA, where the mayor has four of 14 board appointees, and should contribute its fair share.</p> <p>“If my kids are riding on a school bus and the school bus needs brakes and I have the money to fix that, I’m gonna fix it,” responded Dietl, to a question from debate panellist Gloria Pazmino, a Politico New York reporter, about whether the candidates would fund half the MTA emergency action plan and support a potential congestion pricing proposal. “This mayor over here says it’s not his responsibility. He’s the mayor of New York, it is his responsibility,” Dietl added, shouting. Dietl veered into incomprehension before seeming to say that regarding congestion, the de Blasio administration’s issuance of thousands of parking placards to “flunkies” is a major factor in the problem.</p> <p>“I absolutely do believe that the city has a responsibility, the mayor has a responsibility to make sure that his constituents can get to and from work,” said a more measured Malliotakis. She emphasized the role the mayor’s appointees to the MTA board could play, in seeking more capital investment from the state for necessary infrastructure upgrades. And she vowed to work with the governor to solve the crisis, before snarkily turning to de Blasio and challenging him, “Are you afraid of Governor Cuomo?”</p> <p>Although, Malliotakis did not directly answer either part of the question -- whether she would agree to fund half of the MTA emergency plan and whether she favors a congestion pricing scheme -- she has publicly&nbsp;said before that the city could use funds set aside in reserves for the MTA emergency action plan.&nbsp;"On congestion pricing she has said she likes the Sam Schwartz plan but, remains open minded regarding other plans,” campaign spokesperson Rob Ryan clarified in an email on Wednesday. Schwartz is a renowned traffic engineer and the proposal Ryan referenced is Move New York, which involves reducing tolls at bridges with less traffic and increasing them in higher traffic areas, variable pricing for peak and off-peak hours, and adding tolls to the East River bridges, among other ideas. It is a popular plan aimed at both fighting congestion and raising revenue to create a city with improved mass transit and better flowing roads.&nbsp;</p> <p>Malliotakis has also supported converting all traffic signals into Smart Lights that use sensors and artificial intelligence to control the flow of traffic and reduce congestion, while also preventing accidents and cutting down on vehicle emissions. The assemblymember's plan would prioritize communities with high vehicle ownership in Queens and Staten Island, and envisions a total cost of about $1 billion to replace every traffic light in the city. &nbsp;&nbsp;</p> <p>De Blasio does not support the Move New York plan, and has called congestion pricing a “regressive tax,” instead proposing his own tax on wealthy New Yorkers. “The solution is a millionaires tax...Millionaires and billionaires can pay a little more in this city so the rest of us can get around,” he said at the debate.</p> <p>The mayor did not acknowledge the existence of the Move New York plan, instead appearing to again reference the fact that Cuomo -- who has said it is time to reconsider congestion pricing and is expected to unveil his own proposal in January -- has not yet outlined his own proposal.</p> <p>De Blasio repeated his assertion that the state should bear the costs of MTA fixes, pointing out as he has done before that the state diverted about $456 million in city money away from the transit authority. “That was earmarked money for the MTA that the governor and the Legislature diverted away from the MTA that would be right now available,” he said. “It is right now available in state surplus to address the problems of the MTA. By the way, the Assembly member voted to divert those funds away.”</p> <p>What de Blasio did not fully acknowledge, even when pushed by Pazmino, was the timeline for his proposed millionaire’s tax. The tax must be approved by the state Legislature, which will not meet until next year, and there is already opposition to it, particularly from Republicans who control the state Senate. “The millionaires tax is very, very popular,” de Blasio insisted, pointing to support in a recent public poll. “If Governor Cuomo would support it and put the energy you’ve seen put into some other things, it could be achieved in Albany. We don’t have an alternative plan right now.”</p> <p>De Blasio offered no plans or ideas for reducing street congestion.</p> <p>Malliotakis rebutted the mayor, insisting that she had supported lockbox legislation to preserve the MTA’s budget, and she was quick to pounce on the mayor’s omission of a plan to address current needs. The millionaire’s tax is a “cockamamie plan,” she said.</p> <p>“It’s an emergency plan,” she said of the MTA’s current strategy. “It needs to be done now.”</p> <p>

***
by Samar Khurshid, City government reporter, Gotham Gazette
     

Read more by this writer.

</p> <p>Note - This article has been updated.</p>
<p><img src="http://www.gothamgazette.com/images/graphics/2017/reset_1/36499054863_5761560921_z.jpg" alt="de Blasio subway" width="600" height="399" /></p> <p>De Blasio on the subway (photo:&nbsp;Edwin J. Torres/Mayor's Office)</p> <hr /> <p>The first general election mayoral debate, held Tuesday, was often devoid of substance amid repeated interruptions of a restive audience and candidates who seemed more interested in scoring political points than talking policy. Mayor Bill de Blasio regularly retreated to stump speech talking points as his opponents, Assemblymember Nicole Malliotakis and retired NYPD detective Bo Dietl, attacked him over and over again. Malliotakis offered up a few policy proposals while Dietl largely blustered and ranted through his time, at times overshadowing any policy ideas he was putting forth.</p> <p>On the issues of mass transit and street congestion, however, none of the candidates, including de Blasio, seemed to have immediate solutions for the city’s problems with its deteriorating subways and clogged roadways.</p> <p>Earlier this year, de Blasio faced ample criticism for a seemingly lax attitude over problems in the subway system, which cascaded into a full-blown crisis this summer with repeated train breakdowns, derailments, and unrelenting delays. He was dragged by transit activists and political opponents to ride the subways more and to use his bully pulpit to advocate for increased funding and immediate action by the state, which controls the MTA and bears most responsibility for the subways.</p> <p>After MTA Chair Joe Lhota put forth an emergency subway action plan and asked the city and state to split the $836 million price tag, Governor Andrew Cuomo agreed and de Blasio balked, saying the city should not be on the hook for any more funds and insisting that the state repay money it had raided from the MTA -- ironically, the same $456 million figure now being asked of the city.</p> <p>De Blasio pitched a millionaire’s tax proposal to fund MTA repairs as well as subsidized fares for low-income New Yorkers, addressing another area of significant criticism, his unwillingness to fund the “Fair Fares” campaign. His proposal was immediately panned as having little hope for passage in Albany and as lacking immediacy. The mayor pointed back to the state, and Governor Andrew Cuomo.</p> <p>At Tuesday’s debate, both Malliotakis and Dietl agreed that the city bears significant responsibility for the MTA, where the mayor has four of 14 board appointees, and should contribute its fair share.</p> <p>“If my kids are riding on a school bus and the school bus needs brakes and I have the money to fix that, I’m gonna fix it,” responded Dietl, to a question from debate panellist Gloria Pazmino, a Politico New York reporter, about whether the candidates would fund half the MTA emergency action plan and support a potential congestion pricing proposal. “This mayor over here says it’s not his responsibility. He’s the mayor of New York, it is his responsibility,” Dietl added, shouting. Dietl veered into incomprehension before seeming to say that regarding congestion, the de Blasio administration’s issuance of thousands of parking placards to “flunkies” is a major factor in the problem.</p> <p>“I absolutely do believe that the city has a responsibility, the mayor has a responsibility to make sure that his constituents can get to and from work,” said a more measured Malliotakis. She emphasized the role the mayor’s appointees to the MTA board could play, in seeking more capital investment from the state for necessary infrastructure upgrades. And she vowed to work with the governor to solve the crisis, before snarkily turning to de Blasio and challenging him, “Are you afraid of Governor Cuomo?”</p> <p>Although, Malliotakis did not directly answer either part of the question -- whether she would agree to fund half of the MTA emergency plan and whether she favors a congestion pricing scheme -- she has publicly&nbsp;said before that the city could use funds set aside in reserves for the MTA emergency action plan.&nbsp;"On congestion pricing she has said she likes the Sam Schwartz plan but, remains open minded regarding other plans,” campaign spokesperson Rob Ryan clarified in an email on Wednesday. Schwartz is a renowned traffic engineer and the proposal Ryan referenced is Move New York, which involves reducing tolls at bridges with less traffic and increasing them in higher traffic areas, variable pricing for peak and off-peak hours, and adding tolls to the East River bridges, among other ideas. It is a popular plan aimed at both fighting congestion and raising revenue to create a city with improved mass transit and better flowing roads.&nbsp;</p> <p>Malliotakis has also supported converting all traffic signals into Smart Lights that use sensors and artificial intelligence to control the flow of traffic and reduce congestion, while also preventing accidents and cutting down on vehicle emissions. The assemblymember's plan would prioritize communities with high vehicle ownership in Queens and Staten Island, and envisions a total cost of about $1 billion to replace every traffic light in the city. &nbsp;&nbsp;</p> <p>De Blasio does not support the Move New York plan, and has called congestion pricing a “regressive tax,” instead proposing his own tax on wealthy New Yorkers. “The solution is a millionaires tax...Millionaires and billionaires can pay a little more in this city so the rest of us can get around,” he said at the debate.</p> <p>The mayor did not acknowledge the existence of the Move New York plan, instead appearing to again reference the fact that Cuomo -- who has said it is time to reconsider congestion pricing and is expected to unveil his own proposal in January -- has not yet outlined his own proposal.</p> <p>De Blasio repeated his assertion that the state should bear the costs of MTA fixes, pointing out as he has done before that the state diverted about $456 million in city money away from the transit authority. “That was earmarked money for the MTA that the governor and the Legislature diverted away from the MTA that would be right now available,” he said. “It is right now available in state surplus to address the problems of the MTA. By the way, the Assembly member voted to divert those funds away.”</p> <p>What de Blasio did not fully acknowledge, even when pushed by Pazmino, was the timeline for his proposed millionaire’s tax. The tax must be approved by the state Legislature, which will not meet until next year, and there is already opposition to it, particularly from Republicans who control the state Senate. “The millionaires tax is very, very popular,” de Blasio insisted, pointing to support in a recent public poll. “If Governor Cuomo would support it and put the energy you’ve seen put into some other things, it could be achieved in Albany. We don’t have an alternative plan right now.”</p> <p>De Blasio offered no plans or ideas for reducing street congestion.</p> <p>Malliotakis rebutted the mayor, insisting that she had supported lockbox legislation to preserve the MTA’s budget, and she was quick to pounce on the mayor’s omission of a plan to address current needs. The millionaire’s tax is a “cockamamie plan,” she said.</p> <p>“It’s an emergency plan,” she said of the MTA’s current strategy. “It needs to be done now.”</p> <p>

***
by Samar Khurshid, City government reporter, Gotham Gazette
     

Read more by this writer.

</p> <p>Note - This article has been updated.</p>
Congestion Pricing Won't Solve New York's Transportation Woes 2017-09-05T04:00:00+00:00 2017-09-05T04:00:00+00:00 http://www.gothamgazette.com/?id=7175:congestion-pricing-won-t-solve-new-york-s-transportation-woes Ben Max <p><img src="http://www.gothamgazette.com/images/graphics/2017/26803637030_b6b4092a62_z.jpg" alt="Cuomo MTA bus" width="600" height="399" /></p> <p>Gov. Cuomo and a bus (photo:&nbsp;Kevin P. Coughlin/Governor's Office)</p> <hr /> <p>Governor Andrew Cuomo’s recent vague interest in congestion pricing as a solution to problems at the MTA may give new life to one of former Mayor Michael Bloomberg’s key policy goals, but absent transportation improvements officials could be making now, pricing will not save our subways. We cannot let them off the hook in search of the perceived silver bullet of congestion pricing.</p> <p>The transportation community has been salivating over Cuomo’s statement that “congestion pricing is an idea whose time has come,” hoping that the governor will be able to convince the state to put a cordon toll around Manhattan south of 60th Street. Such a cordon toll, which would charge drivers entering the area on a daily or per trip basis, is reflective of similar policies elsewhere, particularly London, which implemented a congestion charge in the central city district in February 2003. Yet commenters and policy nerds this side of the Atlantic have missed the real substance of London’s improvements, and in doing so, they are giving our elected officials a pass on work they should be doing right now, regardless of the status of the pricing proposal.</p> <p>What today’s transportation advocates are missing is that the key ingredient to London’s success was not its charge but its buses.</p> <p>Beginning in 1993, ridership on London’s double-deckers increased annually, and was up 37% by the time the charge was implemented in 2003. In 2004, London’s buses carried more passengers than the New York City subway. While those ridership numbers are impressive on their own, what they signify is an overall shift away from cars to buses, bikes, and walking. London’s congestion charge was envisioned as a specifically anti-car policy, designed to make it easier for buses and taxis to traverse the city center.</p> <p>When New York City congestion pricing advocates see London’s roads covered in bus lanes, they may imagine that the charge enabled such a shift, freeing up road space to then be taken over by buses and bikes. In fact, nearly all of London’s 180 miles of bus lanes were implemented before the congestion charge, in that era of increasing ridership between 1993 and 2003. The lanes and other improvements insulated London’s buses from congestion enough, even before the charge, to improve rider experience and reduce excess waiting time at stops. Combined with a lower fare on buses compared to the tube, the operational improvements led to increased ridership and declining car use before the charge policy was even developed.</p> <p>New York’s bus system pales in comparison.</p> <p>The city currently has just over 50 miles of bus lanes. While buses have priority at most intersections in London, such priority only exists in New York on four Select Bus Service routes. As congestion has risen, bus ridership has fallen as bus speeds have slowed to a level barely faster than walking. </p> <p>Nowhere is the lack of bus priority more egregious than on the East River bridges, the very place tolls would be implemented. When Mayor Bloomberg signed the initial contract with the USDOT for his congestion pricing proposal, East River bus lanes were the only specific bus improvement named. When the deal fell through, the East River bus lanes plan mostly died.</p> <p>There are high-occupancy vehicle (HOV) lanes, used by both buses and cars with two or more occupants, in the tunnels and in the mornings on the Queensborough and Manhattan Bridges. The tunnel HOV lanes serve the express buses, the second-most heavily subsidized way to travel in the city after the commuter rail. Currently, the Queensborough bridge carries three local routes and 18 express routes. There are no buses that cross the Manhattan Bridge and benefit from the HOV lane.</p> <p>For New York’s system to match London’s status before the charge was implemented, we need not only priority for buses on the roads but also more local buses into Manhattan. Based on London’s experience, getting drivers out of their cars requires a double shift.</p> <p>First, some subway riders shift to buses for shorter trips; then drivers, who generally take longer trips, switch to the newly opened subway space. New York’s bus system largely lacks bus routes to accommodate people switching from the subway to bus. Currently, only a single local bus goes from Brooklyn to Manhattan, the B39, which runs only between the Williamsburg Bridge Terminal and Delancey Street, and comes every half hour. Unsurprisingly, it has the lowest ridership in the bus system. Without more direct bus connections to Manhattan, New York severely limits the bus system’s ability to provide a subway relief valve.</p> <p>To be clear, there are activists calling for New York to focus on its bus network, but the centrality of the bus network to the functioning of the whole system is not fully depicted. The Bus Turnaround Campaign, comprised of the Riders Alliance, TransitCenter, TriState Transportation Campaign, and the Straphangers Campaign, have called for bus improvements for the sake of riders, but not as a way of improving transportation in the city as a whole, though their recommendations are based in part on London’s improvements, including increased bus priority, less circuitous routing, and improved fare payment.</p> <p>What is frustrating is that many advocates believe that they have to support the pricing proposal in order to achieve bus system improvements, and that others feel as though they don’t need to advocate as hard for buses because the charging regime will magically improve the buses. The reality is that absent good alternatives to switch to, any charge that is politically feasible (maybe no more than the cost of a subway fare, well short of what is proposed in the most thorough proposal to-date, <a href="http://www.gothamgazette.com/state/7131-what-s-the-data-point-1-5-billion" target="_blank" rel="noopener noreferrer">the Move New York plan</a>) will be ineffective at reducing congestion and thus at improving the buses. London’s temporary drop in congestion following the charge was made possible by the bevy of available bus seats. While New York has available bus seats, they are not yet good alternatives. If they were, we would have seen bus ridership increase during this especially difficult subway summer congestion pricing is supposed to fix, and we didn’t.</p> <p>If New York wants to seriously improve the transportation system, it needs an all-out campaign on the buses, one with the same level of media attention given to a single Cuomo quote on congestion pricing. Because so much of the bus system is about how we prioritize our roads, this is a goal that a city mayor can actually make a significant dent in without the governor, the kind of transportation improvement our mayor enjoys. So rather than wait for Governor Cuomo to save us via a pricing system that won’t work in our current system, let’s appoint a congestion czar and get serious about a transportation system that provides affordable access for all.</p> <p>***<br />Rosalie Ray is a PhD student in Urban Planning at Columbia University. Her research focuses on London's bus improvements in the 1990s and early 2000s.</p> <p>

***
Have an op-ed idea or submission for Gotham Gazette? Email opinion@gothamgazette.com

</p>
<p><img src="http://www.gothamgazette.com/images/graphics/2017/26803637030_b6b4092a62_z.jpg" alt="Cuomo MTA bus" width="600" height="399" /></p> <p>Gov. Cuomo and a bus (photo:&nbsp;Kevin P. Coughlin/Governor's Office)</p> <hr /> <p>Governor Andrew Cuomo’s recent vague interest in congestion pricing as a solution to problems at the MTA may give new life to one of former Mayor Michael Bloomberg’s key policy goals, but absent transportation improvements officials could be making now, pricing will not save our subways. We cannot let them off the hook in search of the perceived silver bullet of congestion pricing.</p> <p>The transportation community has been salivating over Cuomo’s statement that “congestion pricing is an idea whose time has come,” hoping that the governor will be able to convince the state to put a cordon toll around Manhattan south of 60th Street. Such a cordon toll, which would charge drivers entering the area on a daily or per trip basis, is reflective of similar policies elsewhere, particularly London, which implemented a congestion charge in the central city district in February 2003. Yet commenters and policy nerds this side of the Atlantic have missed the real substance of London’s improvements, and in doing so, they are giving our elected officials a pass on work they should be doing right now, regardless of the status of the pricing proposal.</p> <p>What today’s transportation advocates are missing is that the key ingredient to London’s success was not its charge but its buses.</p> <p>Beginning in 1993, ridership on London’s double-deckers increased annually, and was up 37% by the time the charge was implemented in 2003. In 2004, London’s buses carried more passengers than the New York City subway. While those ridership numbers are impressive on their own, what they signify is an overall shift away from cars to buses, bikes, and walking. London’s congestion charge was envisioned as a specifically anti-car policy, designed to make it easier for buses and taxis to traverse the city center.</p> <p>When New York City congestion pricing advocates see London’s roads covered in bus lanes, they may imagine that the charge enabled such a shift, freeing up road space to then be taken over by buses and bikes. In fact, nearly all of London’s 180 miles of bus lanes were implemented before the congestion charge, in that era of increasing ridership between 1993 and 2003. The lanes and other improvements insulated London’s buses from congestion enough, even before the charge, to improve rider experience and reduce excess waiting time at stops. Combined with a lower fare on buses compared to the tube, the operational improvements led to increased ridership and declining car use before the charge policy was even developed.</p> <p>New York’s bus system pales in comparison.</p> <p>The city currently has just over 50 miles of bus lanes. While buses have priority at most intersections in London, such priority only exists in New York on four Select Bus Service routes. As congestion has risen, bus ridership has fallen as bus speeds have slowed to a level barely faster than walking. </p> <p>Nowhere is the lack of bus priority more egregious than on the East River bridges, the very place tolls would be implemented. When Mayor Bloomberg signed the initial contract with the USDOT for his congestion pricing proposal, East River bus lanes were the only specific bus improvement named. When the deal fell through, the East River bus lanes plan mostly died.</p> <p>There are high-occupancy vehicle (HOV) lanes, used by both buses and cars with two or more occupants, in the tunnels and in the mornings on the Queensborough and Manhattan Bridges. The tunnel HOV lanes serve the express buses, the second-most heavily subsidized way to travel in the city after the commuter rail. Currently, the Queensborough bridge carries three local routes and 18 express routes. There are no buses that cross the Manhattan Bridge and benefit from the HOV lane.</p> <p>For New York’s system to match London’s status before the charge was implemented, we need not only priority for buses on the roads but also more local buses into Manhattan. Based on London’s experience, getting drivers out of their cars requires a double shift.</p> <p>First, some subway riders shift to buses for shorter trips; then drivers, who generally take longer trips, switch to the newly opened subway space. New York’s bus system largely lacks bus routes to accommodate people switching from the subway to bus. Currently, only a single local bus goes from Brooklyn to Manhattan, the B39, which runs only between the Williamsburg Bridge Terminal and Delancey Street, and comes every half hour. Unsurprisingly, it has the lowest ridership in the bus system. Without more direct bus connections to Manhattan, New York severely limits the bus system’s ability to provide a subway relief valve.</p> <p>To be clear, there are activists calling for New York to focus on its bus network, but the centrality of the bus network to the functioning of the whole system is not fully depicted. The Bus Turnaround Campaign, comprised of the Riders Alliance, TransitCenter, TriState Transportation Campaign, and the Straphangers Campaign, have called for bus improvements for the sake of riders, but not as a way of improving transportation in the city as a whole, though their recommendations are based in part on London’s improvements, including increased bus priority, less circuitous routing, and improved fare payment.</p> <p>What is frustrating is that many advocates believe that they have to support the pricing proposal in order to achieve bus system improvements, and that others feel as though they don’t need to advocate as hard for buses because the charging regime will magically improve the buses. The reality is that absent good alternatives to switch to, any charge that is politically feasible (maybe no more than the cost of a subway fare, well short of what is proposed in the most thorough proposal to-date, <a href="http://www.gothamgazette.com/state/7131-what-s-the-data-point-1-5-billion" target="_blank" rel="noopener noreferrer">the Move New York plan</a>) will be ineffective at reducing congestion and thus at improving the buses. London’s temporary drop in congestion following the charge was made possible by the bevy of available bus seats. While New York has available bus seats, they are not yet good alternatives. If they were, we would have seen bus ridership increase during this especially difficult subway summer congestion pricing is supposed to fix, and we didn’t.</p> <p>If New York wants to seriously improve the transportation system, it needs an all-out campaign on the buses, one with the same level of media attention given to a single Cuomo quote on congestion pricing. Because so much of the bus system is about how we prioritize our roads, this is a goal that a city mayor can actually make a significant dent in without the governor, the kind of transportation improvement our mayor enjoys. So rather than wait for Governor Cuomo to save us via a pricing system that won’t work in our current system, let’s appoint a congestion czar and get serious about a transportation system that provides affordable access for all.</p> <p>***<br />Rosalie Ray is a PhD student in Urban Planning at Columbia University. Her research focuses on London's bus improvements in the 1990s and early 2000s.</p> <p>

***
Have an op-ed idea or submission for Gotham Gazette? Email opinion@gothamgazette.com

</p>
What's The [DATA] Point? $1.5 billion 2017-08-17T01:16:01+00:00 2017-08-17T01:16:01+00:00 http://www.gothamgazette.com/?id=7131:what-s-the-data-point-1-5-billion Ben Max <p><img src="http://www.gothamgazette.com/images/graphics/2017/whats-the-data-point.jpg" alt="whats the data point" width="600" height="600" /></p> <hr /> <p><strong>What's The Data Point? Episode 9</strong><strong> -- $1.5 billion, [You can download What's The [Data] Point? wherever you get your podcasts, including on iTunes] </strong></p> <p>For this episode of the podcast, we were joined by Alex Matthiessen, President of Blue Marble Project and Campaign Director for Move New York, the "congestion pricing" plan that aims to help repair and improve the city's mass transit, roads and bridges, while reducing traffic and creating more equity in tolling around the city.</p> <p>Matthiessen expains the details of the Move New York plan and its place in this new, unique political moment -- Governor Cuomo has recently said that he's looking at some version of a congestion pricing plan and there is immense attention on how the city and state can improve mass transit, reduce traffic congestion, and repair, sustain, and expand the subway and other transportation options. Matthiessen addresses the next steps for Cuomo, whether Mayor de Blasio should come around to back Move New York or some version of it, and where things are heading for a new paradigm in New York transit.</p> <p>Listen to the conversation and let us know what you think: Ben Max of GG (<a href="https://twitter.com/TweetBenMax" target="_blank" rel="noopener noreferrer">@TweetBenMax</a>), Maria Doulis (<a href="https://twitter.com/MariaDoulis" target="_blank" rel="noopener noreferrer">@MariaDoulis</a>) of CBC (<a href="https://twitter.com/cbcny">@cbcny</a>), and special guest Alex Matthiessen (<a href="https://twitter.com/MoveNewYork" target="_blank" rel="noopener noreferrer">@MoveNewYork</a>). Listen below or download wherever you get your podcasts!</p> <p><iframe src="https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/338193453&amp;color=ff5500&amp;auto_play=false&amp;hide_related=false&amp;show_comments=true&amp;show_user=true&amp;show_reposts=false&amp;visual=true" width="100%" height="450" frameborder="no" scrolling="no"></iframe></p> <p>

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by Ben Max, Gotham Gazette
     

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<p><img src="http://www.gothamgazette.com/images/graphics/2017/whats-the-data-point.jpg" alt="whats the data point" width="600" height="600" /></p> <hr /> <p><strong>What's The Data Point? Episode 9</strong><strong> -- $1.5 billion, [You can download What's The [Data] Point? wherever you get your podcasts, including on iTunes] </strong></p> <p>For this episode of the podcast, we were joined by Alex Matthiessen, President of Blue Marble Project and Campaign Director for Move New York, the "congestion pricing" plan that aims to help repair and improve the city's mass transit, roads and bridges, while reducing traffic and creating more equity in tolling around the city.</p> <p>Matthiessen expains the details of the Move New York plan and its place in this new, unique political moment -- Governor Cuomo has recently said that he's looking at some version of a congestion pricing plan and there is immense attention on how the city and state can improve mass transit, reduce traffic congestion, and repair, sustain, and expand the subway and other transportation options. Matthiessen addresses the next steps for Cuomo, whether Mayor de Blasio should come around to back Move New York or some version of it, and where things are heading for a new paradigm in New York transit.</p> <p>Listen to the conversation and let us know what you think: Ben Max of GG (<a href="https://twitter.com/TweetBenMax" target="_blank" rel="noopener noreferrer">@TweetBenMax</a>), Maria Doulis (<a href="https://twitter.com/MariaDoulis" target="_blank" rel="noopener noreferrer">@MariaDoulis</a>) of CBC (<a href="https://twitter.com/cbcny">@cbcny</a>), and special guest Alex Matthiessen (<a href="https://twitter.com/MoveNewYork" target="_blank" rel="noopener noreferrer">@MoveNewYork</a>). Listen below or download wherever you get your podcasts!</p> <p><iframe src="https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/338193453&amp;color=ff5500&amp;auto_play=false&amp;hide_related=false&amp;show_comments=true&amp;show_user=true&amp;show_reposts=false&amp;visual=true" width="100%" height="450" frameborder="no" scrolling="no"></iframe></p> <p>

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by Ben Max, Gotham Gazette
     

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