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...An eclectic mix of local Politics, Education, Community Affairs, Environment, History, Birding,Jamaica Bay, Ridgewood Reservoir, Forest Park, and other assorted items of interest... Concentrating on the Borough of Queens in New York City...and the neighborhoods of Ozone Park, Howard Beach, Woodhaven, Richmond Hill and South Ozone Park...and Community Boards 5, 6, 9 and 10...



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| A film series wanted to present a movie in Bob Diamond's Atlantic Avenue tunnel, but the city put the kibosh on it. Photo by Tom Callan |
Mayor Bloomberg misled the public about transportation matters during mayoral campaign...He made promises he knew he couldn't keep...But what else is new..?
New York wakes up this morning with two fewer subway lines, 36 fewer bus routes, longer waits and more crowded rides all across town.
Perhaps you can use the extra time on your commute to think about how Mayor Bloomberg promised you free crosstown buses last summer.
It was the splashiest part of his 34-point transit plan: He said most riders on the M50 and other crosstown routes use free transfers off another bus or subway, so charging them was a waste of time.
"The lost revenue is trivial," he said. "We've done the survey."
The mayor promised more: The F train would start running express on unused tracks again. Three closed LIRR stations in Queens would reopen. Staten Island would get a train line on the North Shore.
A year later, none of that has come true. The MTA doesn't have enough money to keep all its trains and buses running, much less expand them or let people ride them for free.
One insider says Bloomberg's city staff never thought free buses could work, even as the campaign staff ran with it.
"That was the laugher," he said. "He had to know it was a joke. Nice campaign fodder, though."
Other parts of Bloomberg's plan are coming true. Most of them were already underway at the MTA, or can be done with minimal cost to the city, but they're real.
Countdown clocks have been arriving in subway stations along the 4-5-6 line. New high-speed bus routes are coming to First and Second Aves. Bloomberg has no control over the MTA, but gets along well with new MTA boss Jay Walder.
Just last week, Bloomberg jump-started his campaign pledge for expanded commuter van service, starting in neighborhoods hit by the MTA's service cuts.
New Deputy Mayor Stephen Goldsmith, who privatized buses when he was mayor of Indianapolis, tweeted the next night: "Looking for all good ideas to improve NYC service levels."
The big things take money, however - money the city and the MTA don't have.
When a Staten Islander asked Bloomberg a few weeks ago if he could help with the bus cuts, the mayor brushed him off and said his hands were tied.
"You are getting the short end of the stick, and you should be out there screaming," Bloomberg said. "I don't know what else to tell you."
It was an admission of reality: City Hall can work on the margins to make life easier for straphangers, but it doesn't have the money or power for big transit changes.
That shouldn't surprise anyone in New York - unless they believed what Bloomberg promised them last year.
In the latest back-and-forth over the legality of the Metropolitan Transportation Authority’s layoffs of hundreds of subway station agents, a judge ruled Friday that the authority violated the law when it closed booths and laid off about 260 agents last month without holding public hearings.
But the judge, Saliann Scarpulla of State Supreme Court in Manhattan, did not rule on whether the authority must reopen closed booths or rehire laid-off workers, and the authority itself would not comment on whether it would, saying only that it intended to appeal the ruling and to immediately start the public-hearing process.
The authority plans to lay off more than 200 more station agents in July, as part of the effort to close a budget gap of hundreds of millions of dollars.
Justice Scarpulla ruled Friday that the authority had not followed New York Public Authorities Law 1205, which states that a “complete or partial closing of a passenger station” can occur “only after a public hearing,” provided it is not for emergency reasons or repairs.
The union representing station agents, Transit Workers Union Local 100, called the judge’s decision “a major victory for safety and security in our subways.”
The union and Acorn, a community organizing group, had sued to block the layoffs, arguing that eliminating station agents put the public at risk to acts of crime, terrorism and not having help in place in the case of a medical emergency.
“This a safety issue for us,” said Bertha Lewis, Acorn’s chief executive.
A spokesman for the authority, Aaron Donovan, said in a statement, “The M.T.A. is disappointed in today’s ruling that we cannot proceed with slated subway booth and kiosk closures without repeating the public hearing process.”
Last month, when the authority was about to lay off nearly 500 agents, another State Supreme Court justice issued a last-minute stay blocking the layoffs. A few days afterward, the authority moved ahead and laid off 260 agents who worked in customer-assistance booths rather than sales booths, saying that the customer-assistance agents were not covered by the stay.
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The track supervisor who tripped and fell to his death on a third rail Monday apparently shouldn't have been working in that morning's wet weather, union officials said.
NYC Transit safety regulations state workers shouldn't be near the electrified third rail if it is raining or the area is rain-slicked, as it was when track supervisor James Knell died along the Rockaway Shuttle line, according to Transport Workers Union Local 100 President John Samuelsen.
The scene on the tracks of the Beach 90th street Station where an MTA employee was electrocuted. Pictured here are ground clips attached to the uncovered section of the third rail. Costanza for News
"How could this happen?" father-in-law Gregory Odette said. "They shouldn't have been working in the rain. I don't understand. Somebody made a mistake."
Track workers twice were pulled from tracks during heavy rainfall before the 4:30 a.m. tragedy, sources said.
It was unclear if the rain had completely stopped or if there was a light drizzle when Knell fell at about 4:30 a.m. NYC Transit declined to comment during an ongoing investigation.
Sources said track workers toiled on and off through rain during the overnight shift.
The power was turned off for the project but was restored so a test train could come through the area around Beach 90th St.
Knell was a track crew member before being promoted nine years ago to crew supervisor. He was represented by the Subway Surface Supervisors Association, which declined to comment on rules and regulations Tuesday.
"We're just concerned with the grief of the family right now. There will be another day for that, if necessary," association President Tony Gamma said, adding the tragedy does highlight "the everyday dangers of the job that our members do."
A veteran transit worker was electrocuted Monday when he slipped and fell on the third rail on a rain-soaked stretch of elevated tracks in Queens.
The sudden death of 45-year-old James Knell, broke the heart of his high school sweetheart, Jackie, whom he married two years ago after being apart for decades.
"He was my soulmate," she said through tears as she left her parents' home in Flushing last night.
"She wanted to have a child with Jim," said Jackie's weeping father, Gregory Odette, 61. "They were hoping."
Knell, who dated his future wife when they were teenagers in Flushing, doted on her 10-year-old twins and often took them fishing on his boat, Odette said.
And, in a cruel twist, Knell was filling in for another worker when he died, Odette said.
"He shouldn't have been out there working in the rain like that," he said.
Knell was the first city transit worker killed on the job since 2007, when the deaths of Daniel Boggs and Marvin Franklin prompted the agency to enact new safety regulations and procedures.
Transit and union officials said Knell died about 4:30 a.m. as he was wrapping up a track replacement project on the A line near the Beach 90th St. station in Rockaway Beach.
The power had just been restored so subway service could resume for the rush hour, but a protective board had not yet been placed over the third rail on that stretch, officials said.
Knell was retrieving a bucket of spikes that had been left on the tracks when he slipped, possibly on loose gravel on the concrete walkway beside the track.
"I was about 100 feet from him. I saw him walking by," a grieving subway worker said. "The next thing I know, I heard he fell and was electrocuted."
Over at Metropolitan Transportation Authority headquarters, a somber NYC Transit President Tom Prendergast said, "We lost one of our own this morning.... This is the first fatality in three years. It's never easy to have an employee fatality, but we did have one today."
While it appeared that Knell's death was a tragic accident, Prendergast said an investigation was underway to "both determine a cause and to ensure we prevent a recurrence."
Union officials blasted NYC Transit for making the men toil on the tracks during a downpour.
"Working in the rain around a live third rail is inherently dangerous, it shouldn't happen," Local 100 President John Samuelsen said. "A man is not going home to his family."
Knell, of East Rockaway, L.I., worked for the agency for 13 years and had been a supervisor for the past nine.
"It's ironic as we remember Boggs' and Franklin's third year of their tragedy, we lose another worker on the tracks," said Paulie Navarro of Transport Workers Union Local 100. "It's a sad day in the track department again."
Odette said Knell's death was the tragic end to a love story that began after both divorced.
"Jackie would say to me, 'I really love him,' and I would tell her, 'Let him know,'" he said, choking back tears. "You'd see them walking down the street holding hands."
This is a pet peeve of mine, I must have twenty or more Metrocards with various amounts left on them, it's annoying and when you to try to have a token clerk put them on a new card, they usually will only do one or two...And, contrary to the article, I bet it is a goldmine to the MTA (and intentional)...
More than a year ago, the MTA changed the formula for getting bonuses on pay-per-ride cards - making it more likely passengers will end up with a balance after they've taken their last trip.
And many riders don't know what to do with the leftovers. They won't make a turnstile spin, but they're not exactly worthless.
"I have a whole pile of them sitting in a jewelry box on top of my dresser," said Megan Hunt, 36, of Chelsea, who works in print production.
"There are at least 40 cards and some only have a nickel. I don't know what to do with them, but I can't throw them out."
Laura Bowman, 41, a paralegal who commutes to the city from Mount Pocono, Pa., has "a bunch of cards with just 20 or 40 cents each." Periodically, she just throws them away but the waste grates on her. "It's frustrating," she said.
MetroCard math became difficult when the Metropolitan Transportation Authority's old easy-to-grasp, 20% bonus - buy five trips and get a sixth free - was reduced to 15% last year.
Buyers are ending up with odd amounts left on their cards - the MTA wouldn't estimate the total - and some apparently don't know how to ensure the money is spent.
They can add value to any MetroCard to make it worth a full ride, or consolidate cards at a token booth, NYC Transit spokesman Charles Seaton said.
They can also sign up for EasyPayXpress, which acts like an E-ZPass to automatically replenish MetroCards from debit or credit card accounts.
To help the numerically challenged, Jim Schwartz, a market researcher who commutes from New Jersey, recruited two friends to compile the Transit Calculator/Spreadsheet. It shows what denominations to put on a card to wind up with a zero balance at the end: $4.50, $6.75, $15.65, $29.35, $31.30, $45, $60.65, $74.35 or $76.30.
Schwartz says the MTA should put the calculations done by his number-crunching pals, Peter Anzalone and Rich Sulin, on its Web site.
"Riders could use the help," said Gene Russianoff of the Straphangers Campaign.
MTA wouldn't estimate the total -"A JFK shuttle train that had just undergone preventive maintenance lost two doors just before picking up its first passengers yesterday, sources said.
As the AirTrain pulled into the Lefferts Boulevard stop at 3:30 a.m., the two doors swung off their hinges. One careened onto the tracks and the other jammed into the platform.
"This is very troubling," said an airport source. "[Had] it happened when the train was crowded, people would have fallen out -- and they'd now be dead."
No one was aboard the computerized two-car shuttle -- which carries no conductor or motorman.
One of the broken doors, affixed to the outside of the cars, became "embedded into the concrete platform like a knife into a birthday cake," said a source.
An alarm sounded, but the train -- minus the two doors -- barreled on to the Howard Beach station, sources said.
Once there, it was taken out of service -- but staff didn't notify Port Authority officials until 6 a.m., sources said.
The potential tragedy -- and what caused it -- was under investigation last night, prompting one source to say, "They're reviewing it to see why it occurred, but all indications are that there was a problem in the maintenance yard."
A person familiar with the AirTrain's operations said that when trains are put back into service, they typically go through a computerized safety-system checklist.
"The doors may not have been attached properly," that source said. "The question is: Why wasn't it detected ahead of time?"
A PA spokeswoman confirmed that an investigation was under way.
In September 2002, Kelvin DeBourgh, a 23-year-old electrician testing the AirTrain prior to its debut, was killed when one of the cars derailed -- pinning him beneath 16,000 pounds of concrete.
NYC Transit has retired another quirky subway oddity in their shrinking pool of vintage cars.
On Friday, the MTA put to rest its last operating R40 train, a model better known as “the slant” for its distinctive sloping front. The peculiar 15-degree slant was intended to look like the bullet trains of the future — back in 1968. The 200 trains ran on the lettered lines such as the A and F.
The trains suffered from numerous mechanical problems, including a lack of handholds between trains putting riders at risk with falling onto the tracks (yikes!).
Transit began taking the trains out of service last year as it has updated its fleet. A pair of R40s live on at the New York Transit Museum for those feeling nostalgic.
An unidentified man died on June 11 when he either fell or jumped from the J and Z train platform at the Woodhaven Blvd. Station at Jamaica Avenue, police said.
And they're off! Competitors take off for the Transportation Alternatives' annual commuter race. DelMundo for News
For the fifth year in a row, cycling ruled the road in Transportation Alternatives' annual commuter race Thursday, with a biker beating a straphanger and a cabbie.
It took librarian Rachel Myers 20 minutes and 15 seconds to pedal 4.2 miles from Sunnyside, Queens, to Columbus Circle during the morning rush.
"Woo hoo!" the 29-year-old Brooklynite shouted, pumping her fist in the air. "Just goes to show that bikes rule this city!"
Subway rider Dan Hendrick - who hopped the No. 7 in Sunnyside and transferred to the No. 1 at Times Square - arrived 15 minutes later.
Hendrick, 38, usually rides the rails to work at the New York League of Conservation Voters, but he may be switching to pedal power.
"Twenty minutes saved is a lot in the morning," he said. "I could really use that time to get a latte or something."
A yellow cab rolled up to the finish line 27 minutes after Myers, costing passenger Willie Thompson $30 and precious commuting time.
"I always thought [cabs] were the fastest," said Thompson, 30, a nonprofit e-marketer from Flatbush, Brooklyn.
"But it was so slow, it was brutal. I'm exhausted from sitting so long!"
The bike, of course, is also the most environmentally friendly option with no carbon emissions, compared with 2pounds for the subway and 6pounds for the cab.
Wiley Norvell of Transportation Alternatives reminded commuters that with more than 600 miles of bike paths in the city, cycling is more efficient than ever.
"I think there's no commodity more important to New Yorkers than their time," said Norvell. "And clearly, if you've got somewhere to be in a hurry, riding a bike is the way to go."
NYC Councilmember Elizabeth Crowley Speaks at MTA Hearings at the Sheraton LaGuardia East Hotel in Flushing Jan 21st
January 20, 2009
The 30th Council District is comprised of the Queens neighborhoods of Maspeth, Middle Village, Ridgewood, Glendale, Woodhaven and Richmond Hill.
As a City Councilmember I must address the MTA planned service reductions which unfairly burdens the residents of my district.
The elimination of the Q56, Q74, QM 23 bus routes, the reduction in service QM 24 and QM12 bus routes, the elimination of the Z train and the reduction in service to the J train.
Q56; The Q56 which runs down Jamaica Avenue, a vital business district, needs an MTA bus. The J train which runs above Jamaica Avenue should not be the only option for public transportation on Jamaica Avenue, since the elevated train stations are not handicap accessible and in some stations the stairs to the elevated J trains are in need of repairs and present dangers to commuters.
Q74 Bus for those going to Queens College, Townsend Harris, and John Bowne High Schools, the elimination of the Q 74 between Kew Gardens and Queens College means that the cost for a round-trip will become $10 since only one transfer is allowed. Three buses will be necessary: from Richmond Hill to Kew Gardens from Kew Gardens to Main Street and Union Turnpike and the Q20 or Q44 up Main Street to school or Queens College. In addition to students, there are many Richmond Hill commuters who take their kids to summer programs at Queens College or work at these sites. I recommend that the Q74 is not eliminated, and if elimination happens please extend the Q37 or Q10 to Queens College.
The elimination of the QM23, and the reduction of service of the QM24 and QM 12 will lengthen an already long commute for many residents. Our district residents that do not have direct access to the subway system need reliable express bus service into Manhattan
The elimination of the Z train and J-Skip Stop service will increase the length of time to get downtown making it unbearable for many. The E trains and F trains will become the only train option for many Richmond Hill residents making those trains even more overcrowded, and further crowding the Q10 and Q37 to Kew Gardens.
As a representative for the City, I oppose the increase of the monthly MetroCard from $81 to $105 and the proposed increase of Access-A-Ride doubling the current $2 fare to $4. We must do everything possible to encourage the use of mass transit and sustain a high quality of service but not at the cost of such extraordinary increases. We must charge a fair amount that does not overburden working people particularly at a time when many New Yorkers are experiencing employment hardships. Our seniors and the physically challenged who utilize the service of Access-A-Ride often live on the tightest of budgets and are finding it increasingly more difficult to live in this City.
I must also state that I believe that we have a very intelligent transit system and that I support the need to continuously reinvest in our system's infrastructure. I know the importance of rebuilding for current need and to prepare for the growing need of tomorrow.
While I support your plan for the Second Avenue Subway line and the East Side Access, you must hold the LIRR Third Track with an equal importance to fairly give Queens and Brooklyn residents who commute to Nassau and Suffolk Counties an option for rapid transit. These three projects are immense and only the LIRR Third Track will allow for a "reverse commute" and have any benefit for the growing number of people who live in the communities I represent. These three major capital projects mentioned above will take billions over the course of years before measurable real results happen.
Today I also bring to your attention the condition of much of the real estate owned by the MTA. I am speaking of areas abutting the right-of-ways, empty abandoned lots and sections that ring my neighborhoods that are contaminated areas. This real estate needs to be improved. The tracks identified as LIRR and utilized by private corporations for freight distribution run through Richmond Hill, Glendale, Ridgewood, and Middle Village. The property is poorly maintained and in dire need of beautification.
In addition to your financial troubles you must realize the broad deficit of property in my neighborhoods that could be improved. Please remember that our Queens neighborhoods are not just a doormat for commuters to Manhattan.
Subway riders gave the A train a "C-minus" in the second annual report card survey - the same grade the line received in 2007. Riders sent in nearly 6,000 thousand report cards that graded 21 areas of service.
The highest grade went to the availability of MetroCard vending machines.
Customers on the A say they would like to see more improvements on wait time for trains, adequate room on board during rush hour, fewer delays and station announcements that are easy to hear.
The city transit president says improving services is a challenge because the A line is approximately 31 miles long.
Riders in Jamaica, Queens who use the Q56 will soon have to find another way to get around the borough. It's one of seven bus routes in Queens slated to be eliminated by the MTA.That's not sitting well with some commuters.
"If anything they should add more service onto this," said a rider.
"I take this bus from Brooklyn down here to Queens everyday and this really affects me because this is the only way of transportation that I have,” said another. “Taking the J train it doesn't work for me that well."
To help close its $1.2 billion deficit next year the MTA is cutting 26 bus routes across the city. The agency says all of those being eliminated are either close to other bus and subway lines or have low ridership.
Among those being cut are the Q26, Q56, Q74, Q75, and Q84 local buses and the QM22 and 23 express buses.
"It's very inconvenient for regular commuters like me."
And while a number of people we spoke with did not like the changes, but some say they'll make due.
"I take the Q56 and then I take the train, or I just stay on the Q56 and transfer to a different bus," said a rider. "There's multiple ways I can get home so it really doesn't bother me."
The cuts are expected to take effect in the spring.
Roger Toussaint, President of the TWU, Councilman Joe Addabbo, Minority Leader Malcolm Smith, and TWU supporters rally at the Fresh Pond Rd Bus Depot in Ridgewood.
The Transit Workers Union Local 100, and President Roger Toussaint made their official endorsement of Joe Addabbo for State Senate. The union boasts 38,000 active members, 1,700 of whom reside in the 15th senate district, in addition to 500 retirees.
"With the advent of the economic crisis, we need to keep the cost of basic services low, and make sure that hard working New Yorkers have the resources they need to stay strong, and stay in New York. I have focused my attention on affordable healthcare, fair wages, and quality schools. Transportation is also an essential part of that equation which is why I have personally taken up the fight to prevent a fare hike. I know that when faced with a tough budget, you cut first before raising revenue from tax payers," added Joe Addabbo
In August, CM Addabbo created the Fight the Hike campaign in response to the MTA’s threat to raise fares. By September, the campaign had successfully registered 2,000 signatures, which the Councilman presented in person to the MTA.
As a member of the Transportation Committee of the New York City Council, the Councilman has a history of working together with the MTA. In addition, as the Chairman of the Civil Service & Labor committee Addabbo has always fought for workers and good jobs.
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