17 Burst results for "Second"

"second" Discussed on Second Avenue Sagas Podcast

Second Avenue Sagas Podcast

08:04 min | 9 months ago

"second" Discussed on Second Avenue Sagas Podcast

"A couple more questions I know we're getting close to the end of our time have a few more that I wanted to toss your way I. It's very interesting to hear sort of how the governor can really interfere with the process really create a solution but caused problems at the same time at something to consider as we watch his style evolve now I wanted to ask you you were part of the planning process for the Second Avenue subway. You're covering ground familiar to you as you researched and wrote the book. What was the most surprising thing you learned throughout the process? When? When young people start at in agency? I think there's a tendency to think they know things that other people don't know. and. I didn't understand the history of New York. I didn't understand the history of the MTA, the history of subways what people had tried and what they hadn't tried. The people. Need to reinvent the wheel when it comes to transportation in your just about anybody any any idea that you might have now for the most part has been thought of it's been studied. Maybe even tried out somewhere else. So I didn't understand so much and the other thing is. There is a little silo that lots of people working. So the engineers work with the engineers I was a planner I worked with the planners or construction workers. There's the politicians who were talking among themselves. A lot of civic players. There's a lot of advocate for environmental projects for Contra. Construction Work Union folks real estate folks people thinking about the future of New York who got together in. New. York and the one, thousand, nine, hundred and said, we need to rebuild the subway system and we need to start with the second avenue subway and to me it was really fascinating to see all of these different conversations among different people not necessarily. Everybody knows knowing what was going on and one thing I learned was if you want to build a massive project You have to get the politicians to support it. You need to get the bureaucracy in the agency to supported, and that's not always so easy and you need to get the public behind it and the civic center behind it and what I mean by the sector is I mean the nonprofits and the organizations that do research advocacy so could be labor unions or Business Groups I'm GonNa you get all those three together that can really make fundamental changes and that's really important to think about right now like how do we deal with the real financial crisis that the MTA's facing and it's really important for the MTA bureaucracy for the politicians and for the civic groups to be able to join together for the unions and the management. For the real estate folks in the business folks, environmental groups to all say, this is really important that we have to. Maintain and pour more resource resources into taking care of our transit system. So to me, that was really interesting thing all the different players how they don't really talk to each other and then trying to put the whole story together. And thought about it recently. Did you see the pictures of governor Cuomo going into the White House to see president trump about the second avenue subway? Did you see that? The so I thought that was really interesting because I, realize that that's happened before and have a picture in my ball. Governor. Rockefeller sitting in the Oval Office next to the fireplace talking to President Nixon about getting funding for the Second Avenue subway. And what I loved that scene of governor Cuomo going into the White House worrying is masks was I could actually picture what they talk about because when a read that Governor Rockefeller went to the Oval Office to he, President Nixon I remembered that have the audiotapes Richard Nixon. Secretly took audiotapes his office. So got to listen to the meeting and that was really fun to hear what a governor says and what they ask for when they will go meet the president, the United States oftentimes people that they've competed with don't necessarily like, but it's interesting to watch governor going hat in hand trying get money for what he considers a really really important project. So I think that's a great segue into my last question brings me back to the title of Your Book. The last subway. So the book tells the story of challenging planning process that's often uncontrollable cost estimates that can skyrocket and a process that can be bent or broken by politicians. I. Don't view it as a particularly functional approach to transit expansion. So do you think the second avenue subway what we have so far? Phase one is that the last subway New York sees and if so what does that mean for the future of the region and if not, what should we expect going forward? So a MTA chairman was asked the nineteen seventies if we're ever going to see the second avenue subway and his response was ever is a very long time. So I do think New York City will see more subway extensions and think at some point, we will finish the second avenue subway. The trouble is that it took us a hundred years to build the first phase. So hopefully, it doesn't take three hundred years to connect three-phase. Answer, to that is but I did. Call this book the last way because it's always the neck subway and always the last subway at the same time it's always the next subway that is going to build, and it's always the last subway that we're either looking at or have started or have have completed a phase of so i. think that term ways indicative of a number of things and last way it's sort of a sad. Word but in some ways, it's sort of a hopeful were word of where we're going next. So what did you take that name? I'm curious Benjamin. I think my reaction to it was that it's in a way it's It's. An amusing play on the fact that we've waited ninety years, right? It's it's this promise of a subway. It's the last subway that was supposed to have been built in Manhattan. It was supposed to be a nineteen twenty's era line that's never materialized but I think it's it's it's pessimistic realistic way it's it was such a challenging process. It's sort of scarred the neighborhood. It cost a lot of money. It took a really long time to get even even the new planning process took fifteen years or so to get from the planning phase to the opening in two, thousand, sixteen, twenty, seventeen so. It sort of suggests that without massive structural reform and a better process, this will indeed be the last subway in New York City. Until we fix these problems that was my takeaway. It's it's interesting if you look at the most recent planning process or the nineteen nineties to get us here and most recent construction projects starting to run two, thousand, ten or so. To get us here and to see what a city like. Beijing can do. Beijing and other Chinese cities have built entire transit systems that rival hours. In that same time that it took us to build a one point, five miles subway station. So I, I think you're right when you talked about structural changes that if we continue to fund transit here in your the same way we've always funded if we continue to have the same organizations tried to build it and if we Have this same resources that we currently have now than the last way more appropriate than another term So I I do think it's important to look at how we're building those subways who's making those decisions are paying for them and why they're so expensive if we want to improve transit system. Right Right Phil I think that takes us to the end of our time. Thank you for joining me. This has been a great conversation. Thanks and I was always I'm.

MTA Manhattan governor Cuomo President Nixon New York City Governor Rockefeller White House president Beijing Oval Office York New York Construction Work Union United States Benjamin chairman
"second" Discussed on Second Avenue Sagas Podcast

Second Avenue Sagas Podcast

06:20 min | 9 months ago

"second" Discussed on Second Avenue Sagas Podcast

"So because we want to minimize the construction impacts and because we want to provide access all the time, it makes it much more expensive and we have so many more things underground now. So today we have electric lines and own lines and cable lines and files lines and emergency connections for fire and police, and when the street gets opened up, it's this. somebody referred to it as like opening up a can of worms or a can of rubber bands where you're not exactly sure where each wire goes to. So it takes a really long time to figure out all the cables and the wires you WanNa make sure you don't disrupt anyone service. You don't attorneys owner Internet off you didn't worry about that in the early nineteen hundreds. It was a contractor who explained to me. Building a subway line in Manhattan. Now is kind of like painting in office while somebody's working there. So. If you have somebody working in a in an office like think about, your, Home Office. And you're trying to paint the room at the same time you have to plastic off you might have to lose the electric lines. You have to move the telephone lines you have to move all the furniture from one side of the room to the. Then you have when you're done, you put the plastic and you move everything over again is so much easier to just take everything out of the room and paint the room but we don't do that anymore we tried to accommodate all the people that are living and working. And what you said is right there's so many regulations and they're all really well meaning we have lots of safety role. We have Americans with disabilities act the Americans with disability. Which means that people in wheelchairs can use the subway that means the platforms have to be wider, which makes it harder to build express local trends. Putting elevators is really expensive. We have very sophisticated communications and fire. Safety Systems. To make sure that everybody can get out and kiss there was a fire or smoke rolls. There's lots of labor rules that we didn't have in the early nineteen hundreds they. The labor unions, they they get good benefits and they have very strict rules. We have regulations for buying American for hiring minority contractors, the kinds of things that we didn't have in the early nineteen hundreds. Again they're all well meaning but when you put them all together, it makes it much more difficult takes much so much longer and much more expensive to build the subway line than it used to be. So, let me let me ask you Benjamin surprised when you put all this together how complicated is to build a subway or do you think he got that sense just by looking at over the years I mean I think I got that sense by looking at it over the years and I know that you when you and I were talking before we started this episode you'd wanted to ask me what the thing was that I found most surprising. What was new to me? From your book and I think that dovetails nicely with the next question that I have for you. So I'm going to answer your question that I posed to myself as I ask you the next question the thing that that surprised me the most I think building on this complexity of building the subway is the end process of getting to an opening by the end of two thousand sixteen. So the governor steps in the project is sort of stumbling along Andrew Cuomo steps in with. Nearly. Total control. He's appointed close aides to the MTA board. He's circumventing certain procurement oversight process. He's and generally just decides to say we're GONNA finish this on time finally, you've delayed it for too long. We have to get to the end point but in the process, he distracts the New York City Transit Authority from its core mission of operating the transit network because he was pulling resources into the Second Avenue subway project and I hadn't really conceptualized the decline of the subways. And twenty seventeen as a result of the second avenue subway work I think it was really interesting to put those dots together. So what I want to ask you is whether the government's involvement in this project was good for it bad. For New, York, city or did it sort of fall into that gray area of politics because ultimately, as you said, it's a very political driven process and the governor gets to do what he wants because he's the person in control of this apparatus. I've talked to a few different governors about their role in transportation agencies. Sometimes, they're very hands off and there's nobody in the history of of of. The governors in new. York who've been as hands on on certain projects as governor Cuomo has been. I. Saw it with the bridge in my book politics across the Hudson I started writing about the planning for the Tappan Zee. Bridge before the governor came in and it was fascinating to watch the transformation on how things move so fast when it's important to the governor. And the same thing with the Second Avenue subway I'm watching what's going on and then all of a sudden people's feet to the fire and he bangs heads any intimidates people and he's on top of them all the time and he's leading meetings in his bringing people together. And is really interesting to see how when a governor gets involved. They can really change organization. So the MT has fifty thousand people. It's hard to to turn that proverbial battleship or to move that ellison. Very fast but when people are scared for their jobs when contractors are scheduled for the future work when MTA employees are told that this is really important to the governor, he will cancel vacations. Decision made things that had been festering along stop festering. So it. Governor can do a lot when they focus on a problem and this is Andrew Cuomo's way of dealing with what he considers crises and you could see it with culver nineteen. He's on top of it. He knows all the details he's talking to people all the time and he's really taking control the second avenue subway it was a, it was a double. Edged sword it was he got people moving faster but by taking away resources, the MTA spent a little less time doing the kinds of things that they need to do all the time, and that includes things like inspecting parts and testing equipment and putting plans together to fix those everyday problems that need to get fixed and somebody said to me if you're not inspecting. If you're not seeing. And you're not fixing it's going to create problems and what happened in.

Andrew Cuomo MTA governor Cuomo New York City Transit Authorit Manhattan Home Office Tappan Zee York Benjamin MT culver ellison
"second" Discussed on Second Avenue Sagas Podcast

Second Avenue Sagas Podcast

06:01 min | 9 months ago

"second" Discussed on Second Avenue Sagas Podcast

"The Senate and the governor. They're making the choices sometimes they're doing it in public and sometimes they're not doing it in public and all of these leaders have had projects when they come in. And if you grew up in Brooklyn, you're going to be thinking about problems that you have thought about for years and your neighbors have thought about for years whether it's water traffic or education, and you're going to bring some of these projects into the governor's office into the mayor's Office to the legislator's office when you when you take over. So it's not a surprise. If you look to see which governors pour the most resources in second avenue subway, it's the ones who lived on the upper east side and we've had lots of governors. From the upper east side. In back back from the nineteen sixties until recent times and. They look at projects a certain way and those politicians they also want to get credit for projects. So they don't necessarily want to start projects that lasts for twenty years. They do like to finish the projects that have started for twenty years and they don't necessarily like to continue projects that our previous governor. Initiated. So let's say governor Cuomo always really pushing Laguardia air trained to Laguardia, and let's say his term engineers years and somebody else came in. The next governor might not say oh. Let's do more laguardia because I was going to be like the Andrew Cuomo project so they picked around. The. The personalities are so important what their priorities are where they're from their constituency suburban or urban. And oftentimes you need a balanced to get things done. So there's a reason why you said access. Long on-road connection to the east side of Manhattan. Where that's going to get the next couple of years it it got tied to the Second Avenue subway. said access was really important to the long islanders and the second avenue subway was really important to the New Yorkers. It was tying the Republicans and the Democrats together. It was the downstate and the suburban interest together in those two projects moved along in parallel at least the first phase of the second avenue subway and he said access so. There's nothing wrong with politics. We don't really want people who don't elect to make all the decisions for us. I think the important thing is that we just understand what decisions they're making and making sure they have the information that that they need to make accurate decisions and sometimes that's not all always the case sometimes. They don't know exactly what the problems are that need to get address. Of course, the irony about some of these projects, especially side accesses that the politicians who were the biggest promoters of them have long been out of office I. Think you end up in these situations where projects take so long to materialize that the people who promoted them aren't around to enjoy the political praise that comes with completing them. Yeah. So one thing I thought was really funny that I realized was you don't necessarily have to build the second avenue subway to get a lot of credit for him you don't have to necessarily. You just have to announce it. You just have to have a press conference on second. Avenue. Saying we're going to build the second avenue subway or we're GONNA. Start the next phase where we got funding for it and you got a lot of attention. And one of the problems with the transit system is there's so many needs of the transit system whether it's signals or trax stations or escalators or elevators. Millions of things that need to be done to improve the subway but for some reason. If you're going to improve the ventilation at the time square station, you're not GonNa get nearly as much press is if you make a big splash announcement about new subway line. So I'M GONNA. Ask You about the complexity of the project now to. Over the years grew more difficult to build subways in the United States and. Came to the point where the Q train extension. First phase of the Second Avenue subway is the world's most expensive subway expansion project. You write about the MTA's desire to create sort of a conservative twenty-first-century subway using tried and true techniques. But these techniques had to be adopted for newer and more exacting standards, ventilation systems, fire suppressant systems, elevators, escalators, wider platforms, giant station caverns, deeper tunnels, and the Federal Environmental Review Process means the MTA had to produce hundreds if not thousands of pages of documentation all of this adds up in time and money can you talk about how these demands shifted over the years making subway construction more difficult to even just get off the ground? So understand subway construction I. spent a little time at the Transit Museum looking at pictures. If. You go to the Transit Museum and you probably want to go after the culprits scared's over in downtown Brooklyn you can go into an old subway station and you can see some old subway cars and buses in turnstiles, and you can also see how subways were construction constructed in the early nineteen hundred. CONSTRUCTION WORKERS WOULD Open up the street. So they dig up the street, it go down ten or fifteen or twenty, and they would lay tracks down and then when they were done lane, the tracks down they were covered up the street would get covered up, and then people could take their horses and carriages and walk and strollers and go back on the streets sidewalks again. It's very different. The way it's done right now. Today we try to minimize all sorts of disruption. So we don't want to close off the street we want to keep it open, and that makes it trickier. We want to make sure that they're still access for cars and buses and deliveries sidewalks, and we also WANNA make safe. We don't want anybody falling into those holes in the early nineteen, hundred sixty was not a high priority and people would die. Construction would die in passer bys with sometimes die during these constructions of these big major projects..

Transit Museum MTA Laguardia governor Cuomo Andrew Cuomo Brooklyn Senate Manhattan United States
"second" Discussed on Second Avenue Sagas Podcast

Second Avenue Sagas Podcast

06:27 min | 9 months ago

"second" Discussed on Second Avenue Sagas Podcast

"So the decision was made and and I don't think anybody would argue about this one to start where you can connect to the existing subway line. So there's an east West subway line under sixty third street and when that was designed and built in the sixties and seventies, it was designed in a way that we connect with second avenue. So the first phase goes north. From sixty to ninety six because that's where the most. Writers are coming from the that's the highest population density. So, we don't have the most efficient way of building yet but at least we didn't make that same mistake from the early seventies of trying to build everything and then running out of money and ending with abandoned tunnels. So one of the one of the things that you keep coming back to in the book. And that I think looms large over this project whether it's now or in the past is cost and it seemed for decades that no one within. The planning process whether it was with New York City Transit Authority the MTA, the board of estimates etc could ever really accurately assess costs for this project. Before it began. As I said, they lost the core competence competency required to scope and price these projects and a lot of these numbers that they put together in the mid nineteen fifties or nineteen, sixty eight. Seemed not to be based in reality I found this fascinating and the distrust and transit numbers seems to linger to the present day as projects like east side access of seen budgets explode. In particular when you were writing about the Ronin budget in nineteen, sixty eight, the MTA had sort of budgeted three hundred, fifty, five million dollars to build the full length of the second avenue subway. That you call delusional figure. That Ronin deliberately failed to adjust for inflation and other factors, and you write about how it was developed without an adequate engineering review and without knowing basic elements of the program such as the number of stations or their locations. Ronin didn't account for the need to purchase more subway cars or operate them at new stations, and it's almost as though it felt like leaders never intended to build the second avenue subway and that planning was just a way to draw attention to the need to invest in transit was the subway stalking-horse did the MTA intend to build it? I mean how how does that shift the view of the project over the years? You have to remember there's different organizations that are controlling the subway system. So in the early years, it was a private company that was operating then the city took it over and then. People didn't think the city was doing good job so. A. Transit Authority set up New York state set up transit authority thinking that was run more like a business with professional folks who on a board, they could do a better job. That didn't work out so well, either. So the next phase was the MTA was graded, which was more of a state organization did not a city organization. So Thinking about who is making these decisions sometimes, it's the mayor and sometimes it's the governor. Sometimes it's other folks over time who've been making decisions and coming up with the estimates when it's the governor like nineteen, sixty eight and the governor's name was Nelson Rockefeller Nelson Rockefeller was looking to run for president in nineteen, sixty, four and eighteen, sixty eight. So when he put his MTA plan out there, it wasn't just for New Yorkers it was also to get some national attention attention on how he is governor could show how. A strong governor. Sort of visionary lowered thinking could address a lot of the metropolitan transportation problems that were going on. What might work for New York also work for Los. Angeles. It could work for Atlanta. For. CHICAGO. And he had his eye on the White House and the people around him were very loyal to him and the MTA chairman was had been working for him for years and he wanted to help the governor move onto the White House. So the document was a little bit of a political document and it include lots of different promises, not just for that political national attention but also to get buying and support from all the figures that you would need a new. York. So it's the city council and the mayor and the state legislators. So they put this plan together. That was gonNA satisfy these diverse entrust, but it just wasn't really feasible or possible. And the numbers didn't really make sense. The MTA chairman was just hoping that more money was going to come in from federal government state government and the money never did come in. And when he did was he ignored a lot of the problems on the subway system and we can blame that he was a little ignorant. We can blame that he was overly optimistic and the word delusional. Does. Fit for part of the way that he looked at all the different problems and it took years until we really got a better handle in. New. York on how bad the transit system had deteriorated and how much has to be invested billions of dollars a year just to maintain what we already have let alone to expand the transit system. So you talk about how you talked about how the nineteen sixty eight document was a political document and I think that's a theme that shows up frequently throughout the book I was struck by how? When you start in the Koch Administration and move through the last few decades of New York politics, mayors, governors, all have different priorities Koch wanted lower Manhattan rail link to JFK Rudy Giuliani wanted to subway to Laguardia. Governor Pataki Senator D'Amato wanted Eastside access to appease their suburban constituents, and as these men move in and out of office projects come and go. How does the push and pull of electoral politics and the suburban pressures on Albany impact the MTA's ability to plan and build complex New York, city based subway expansion projects. The people who really are making the decision about where to invest the state's resources are the leaders of the assembling. The leaders of the Senate and the governor. They're making the choices sometimes they're doing it in public and sometimes they're not doing it in public and all of these leaders have had projects when they come in..

MTA New York Governor Pataki Senator D'Amat City Transit Authority Transit Authority York Nelson Rockefeller Nelson Rock chairman Ronin White House Rudy Giuliani Atlanta Albany CHICAGO Koch Administration Senate Koch
"second" Discussed on Second Avenue Sagas Podcast

Second Avenue Sagas Podcast

06:09 min | 9 months ago

"second" Discussed on Second Avenue Sagas Podcast

"So what we're talking about is since nineteen twenty nine, we haven't really been able to significantly expand the subway system. And this is really important because in New York City subway is so important to the development of New York we wouldn't be able to live in the kinds of places we lived in we wouldn't have skyscrapers. We wouldn't have big football and baseball on sorry non Bucknell football what we wouldn't have big baseball stadiums. If if we didn't have the New York City subway system because we're able to get tens of thousands of people or sometimes thirty thousand people into a very small complex buildings because we're able to move so many people. So New York was built around the subway system. It's sort of like. A skyscraper needing it's elevator system the he just can't function our city cannot function without a well-maintained. Subway system so I think it's really interesting to look at. The history of New York, over the past hundred years thinking about building the subway lines and then not being able to expand them anymore and it's really looking at the rise and the fall and the rise and fall of New York through lots of different generations in lots of different eras and the attempt by different generations to improve our transit system and we generally weather right now. Our generation now has to decide what are we gonNA. Do about our transit system where we're GONNA put our resources and what's the most important priorities So you asked about the second avenue subway. Would what I find. So interesting about it what made you decide to start your website called the Second Avenue Sagas Dot Com I. I think for me it was it was a very similar. Reaction to this new subway line, we hadn't seen a new subway line come online in decades we had stubs into queens and connections of tunnels, but those those didn't really have the impact of building out something new giving an avenue, a new line and I've I had come to a really appreciate the way transit powers, cities, I. I've seen cities with good transit systems. I've seen cities with bad transit systems. I've seen how transit can make the city more accessible and when I moved back to New York after college I thought this is. something. Very exciting. New York is doing. The Democrats had retaken the Senate in two, thousand, six Chuck Schumer. Promised to get federal funding finally, get this project off the ground. So I wanted to follow along as the subway became a reality something that we haven't seen happen in New York City in decades. What were the challenges? How did construction work did the neighborhood react to it? I think as you detail in the book it was. A tough process for the MTA learned a lot about building something and they had sort of gotten away from that ability to build a subway. and to me, it was just about following along this project that had an opportunity to reshape the city. Glad. We're both interested in the same kinds of things. I think I think our listeners should understand is there is a piece of the Second Avenue subway opened on January first two, thousand seventeen, and it's a one point five mile segment. And it goes from sixty third to ninety sixth street. But that's only a very small portion of what's been promised. The Second Avenue subway has been promised to go the full length of Manhattan. From the northern part and he's him down to the battery aid where the financial district is. And that's been promised since nineteen, twenty nine, it's it's still. Considered a on on the on the bucks with we have this first phase that's opened up. We have three stations out of sixteen plan stations. and. It's GonNa take a long time before we see that the second phase and the third phase and the fourth facebook. So that brings me to a question that I wanted to talk to you about. In the book as you get up into modern times so you you go through the history of the line it's a fascinating glimpse it sort of the way this line has low has fed into the creation of the MTA the way it's sort of played up in City Lor towards the end you get into the nuts and bolts of the current planning initiative and when you spoke to Naga Raja who was then the head of MTA capital construction he says that he felt building the full line. All at once at least digging, the hole tunnel would have been cheapest and fastest, but it wasn't financially or politically feasible. Costly is that kind of decision for any of the future phases? Should we have built the whole thing all at once. You can ask anybody whether make sense to build something all at once or to start a project completed project, and then years later come back to it, and the answer is really easy. It's much more efficient to build the entire thing all at once. We have something called tunnel boring machines today. Tullamore machines or these. Monstrous machines that several blocks long that dig through rock and spew the rack out into the back, and then goes up onto the street goes onto trucks, and then it gets sent out to New Jersey or the Bronx or somewhere. We wrought a tunnel boring machine in two at ninety street to digs off to sixty third street, and we pulled the machine out. And then we disassemble it and ship it away somewhere else as opposed to taking that machine and going all the way to heaven if we had kept a machine in if we had kept the workers on the side, kept the same engineers. Kept the the construction team together we could build it faster and cheaper. The trouble is that we didn't want to make the same mistake that was made in the nineteen seventies. The Second Avenue subway construction in the nineteen seventies started up. He's darling and there's two abandoned tunnels them. It started in east. Village. Street was opened up. The street was closed up started in Chinatown, and there's an abandoned. Tunnel in Chinatown. We what we didn't want to do is we didn't want to start building the entire thing and then running out of money..

New York City Manhattan MTA New Jersey baseball Chuck Schumer facebook Senate football City Lor Naga Raja
"second" Discussed on Second Avenue Sagas Podcast

Second Avenue Sagas Podcast

06:46 min | 9 months ago

"second" Discussed on Second Avenue Sagas Podcast

"A new episode this time on my websites namesake. That's right. It's a podcast episode about the Second Avenue subway or more specifically a book about the Second Avenue Subway joining me today is Philip plot and associate professor of Political Science at Saint Peter's University in New Jersey and more importantly the author of last subway the long. Wait for the next train in New York City, a book all about you guessed it the second avenue subway much like everything related to the Second Avenue subway pledges book ran into a bit of global bad luck that was published on March Fifteenth Twenty Twenty amidst the dawning days of New York. City's Corona virus lockdown professor plots couldn't make the usual rounds to promote the book and he and I had to delayed this podcast episode a few times this spring. Now fill is an only a professor or an author will some listeners may have read politics across the Hudson, his twenty fifteen book on the efforts to build a new Tappan Zee bridge plotting career path has brought him close to the city's transit network and the second avenue subway before turning to academia fulltime Phil worked for the lower. Manhattan Development Corporation for nearly ten years overseeing development of the World Trade Center site. Before that, he spent nearly thirteen years working for the MTA managing agency wide issues for both the seven line extension and the second avenue subway during each project's planning. Phases he writes what he has lived and today he's going to talk about it with me Phil. Welcome and thank you for joining me. It is long long overdue and thanks so much for having me. I'm always been a big fan of the Second Avenue sagas website. Thank you. Well, I want to start out with an easy one for you and it's a question you could use to flip the tables on me. Why Right? About the Second Avenue subway? What is it about this project that seems to draw historians of New York City to focus on it over and over again. You know there's something exciting about envisioning subway system for New York. Thinking about having a transit ride that's quieter and faster and cleaner and safer and more modern when we traveled to other cities. Were going to Washington, which WHO's subway system is probably about fifty years old now or if we're going to San Francisco or for going to Singapore. Beijing. Or Tokyo we see modern subway systems not subway systems that are a hundred years old and I think we all envision a better future for New York City, not using subway system that was built by a great great. Great. Great grandparents. So, there is that that sort of futuristic thing about the second avenue subway, but then there's also something dysfunctional about the entire history of it. And it's A you think about our inability to build a new subway line in the past fifty years in New York New York history was always about building new things. We built canals, we built railroads, we built trains above ground. We build trains a below ground we bill parkways and expressways. We're always on the forefront of technology, but we stopped doing that. A Long. Time, ago. And then I think the second avenue subway subway really represents that inability of new. York to expanded infrastructure. And there's. Other things about the second every subway. Think of kind of interesting for me. It's a it's a little bit the Charlie Brown of Transit Lines Charlie. Brown tries to kick the football and Lucy pulls it away at the last second. So that's always seems to be what's happening to the second avenue subway all sorts of different excuses you can come up with, but it's always been pulled away from from us at the last second one of the things I learned from your book though is that some of those excuses were sort of built into the process we the second avenue subway was routinely used as a promise to get money and maybe the intent to build it wasn't always there. There was always the hope and the dream of building it but I think you're right. I think sometimes there seemed to be people who would promise the second avenue subway even if it wasn't all that feasible and that happened in the late forties for sure. So New York subway system was started as in nickel in one thousand, nine four and it wasn't the subway fare wasn't raised until the late nineteen forties. So we're talking forty four years of inflation all prices of everything from bread to rent double or triple or quadruple, but the subways always a nickel because the city didn't WanNa raise the fair you don't want to. Run. For reelection if you're the guy who raised fair after a few decades. But the the mayor of New York City William Dwyer promised. If we raise the subway fare from a nickel, then we'll be able to have enough money for the second avenue subway. So the Second Avenue subway is always been been out there and been promised as some part of like newer infrastructure package for for New York but you're right necessarily there. And I'm just thinking you had you had something which I thought was amusing years ago up on your Second Avenue website you had. A little clip from the TV show madman you probably remember that there was A. TV shows from the nineteen sixties and there's this woman checking at an apartment on York Avenue and eighty. Fourth. Street. She's concerned that the apartments like a little too far from the subway and the broker says during the nineteen sixties believe me when they finished the second avenue subway, your apartments go quadruple in value. So. It has this like cultural icon, historical icon and. An icon of okay. The future and I kinda the past. So you're right. You can look at the Second Avenue subway is representation of lots of different things. To me, I think the story of the Second Avenue subway also the story of the history of New York City. In the twentieth century, you can't really talk about the development of the city without focusing on how we haven't been able to build transit infrastructure over the last seventy or eighty years. Or so we've built a lot of roads. We had Robert Moses, the master planner who many believe did more. To Stymie the development of subways than anyone else over the last one, hundred years, it sounds to me like you do. But do you view the subway a sort of a metaphor for development in the city a stand in for the Twentieth Century Urban Development History of the city. Yeah. The Second Avenue subway wouldn't be so interesting if it was just the story of a train line underneath the street but. It really stands in for expanding the subway system. And I use the second avenue subway as. The last subway in the next that it's always been since nineteen twenty nine, the next subway that supposed to be built in your..

Second Avenue Subway New York City New York New Jersey York Phil Twenty Twenty Corona Tappan Zee bridge Manhattan Development Corporat professor World Trade Center MTA associate professor of Politic Beijing Robert Moses Tokyo Charlie Brown Philip plot Saint Peter's University
"second" Discussed on Second Avenue Sagas Podcast

Second Avenue Sagas Podcast

14:04 min | 1 year ago

"second" Discussed on Second Avenue Sagas Podcast

"And maybe one that I would've used as a quote so it's a very dry Very hard to grasp concept that their spelling out but the bottom line is it's going to save the MTA A lot of money cut a lot of positions but after you heard the presentation from the chief transformation officer at the last board meeting I would have been Feeling pretty uncomfortable if I worked at the MTA and heard that presentation because if you look at the unresolved the end result if you boil it down to. That is that jobs will be lost. A lot of jobs will be lost some of them just for the sake of cutting jobs too. I mean that that that's my concern. It's I do find this plan. Very hard to analyze and talk about it. Maybe because it's not very definitive as you're saying it's mostly just buzzwords there's something about it that doesn't seem like it was produced with the right outcome in mind and I think Andy. Byford spoke about being minimized in his role where he's just in a service delivery role which means that all he's doing is making sure that the trains are running and there's no recognition that the head of an agency also needs to be in charge of growing the system or solving problems. That are wrong with it and instead it's sort of moves everything under General Lebron's umbrella which is fine. He's he's a smart guy he's a competent guy Not Quite sure he's GonNa tackle the MTA's internal costs problems in the way. A lot of outside observers would like him to but he seems to have the governor support and seems to have the support of people who worked for him but it really seems to be just moving things under one person in a way that really silos it further than it is right now. That word silos. Yeah you've been reading the Alex Partner's hat haven't you can't escape it. Yeah it's What's what's happened. Is that as you said? And as Byford noted in his letter he was essentially going to be in a reduced role where he would be in in the role of service delivery no more in terms of big picture planning phased out and the same could be said for other HD presidents Across the MTA. So it's it's a fundamental alteration of the way things have been done there and that's something that the governor to his credit has said all along he wanted to do. He wants to change the way things get done at the MTA to change the way business gets done. This is his way of doing it. The I think I think there's no doubt that improving the way things get done at the. Mta is ultimately an admirable goal. And hopefully they can get there one way or another. I forget who it was. It asked Pat Foy Probably Clayton Goose because Clayton always asks the questions that PAT immediately responds with lied. Disagree with your premise. And that was I believe. Clayton's question was one that just tick them off in that way because he he cut to something else that you know about people losing their jobs or something of that nature and the MTA and also the governor will see it differently. They'll see it as Restructuring that is ultimately for the betterment of the emptier and of course there was there was dance question that that drew a lot of attention when some of the new transformation chiefs were brought in he asked if their hatchet men and then they refused to answer that one anthony mccord who is the MTA's chief transformation officer Brought in from Canada makes his first appearance at the. Qna that follows Every empty board meeting and Dan Straight Out. Ask Them. Are you the hatchet man? And I have the screen shot of that moment. Mr mcchord just sort of look struck by bewildered throws both his hands up in the air and and Pat Foist that that was not the appropriate. It was the end of the Cuna too. I believe that was that that was. It's it's interesting. You know you you talked about how everybody felt. Byford with last two years. I wonder how long some of these new chiefs that they call them. We'll last as well. We'll see what we yeah. We'll see This thing will play out. It'll take shape They're all newcomers He has another gentleman that he's has been brought in his name's. Mario Peloquin came in from Canada He's now the chief operations officer seems to be taking more of a central at the MTA. you have this mccord who is the transformation officer you have someone Brought in as the title is chief people officer a lot of new names and faces at the MTA and that that comes with transformation and it's a fascinating time it's always a fascinating talk some will last somewhat all right. So let's talk about your beat with the city. We have a few minutes left so besides the INS and outs of the day to day of transit news you cover the in depth stories is well you know you just paging through some of your recent stories include deep dives into the sandy repairs or the train The long just dating study for Better Transit Service along UTICA avenue problems with the the switch at Bergen Street and of course Chapel the raccoon took up residency at the Nevin Street station. A few months ago you and I have also had a long running back and forth on the. Mta's plans to install an elevator at sixty ninth street which never seems to come to fruition. While transit is all encompassing. It's also hyper local. How do you approach that element of the be? How do you find these stories? What draws you to them or it's got to speak to people beyond just those at that corner at that station. So for instance the elevator At Sixty Eighth Street Hunter College station sure that could be a story. Just about How this station has for more than a dozen years had An elevator planned but because of complaints from people in the neighborhood because of issues with Hunter College here. We are in twenty twenty and it still hasn't been built okay so that could be a very local story just about that station but to us at the city we see something bigger there We see something that speaks a little bit more broadly. And that's what we're trying to do with all of our stories here look at other projects that have taken a long time That's that's what we're trying to do with all of our stories one local thing one local angle can say something broader and affect more people so that you read it and you say Oh that's interesting. That's wild but it goes beyond that and to me. The UTICA Avenue story too is one of these all encompassing stories. Because it's about a subway extension or a transit extension that was originally planned in the nineteen twenties. It's never materialized and it's about transit it's about the city's inability to grow the transit network but it's also about land use. It's about changing the way people get around reducing auto independence reaching a neighborhood that wants that where some people want subway. Some people probably don't some people like the the less dense the lower density that comes with some people want to see it up zoned. And it's interesting that you guys are covering these stories so early. That was the goal when we started putting this thing together was to do stories that over time. Unfortunately you're seeing less and less of because of the way that our media business has has gone has taken shape and there are a lot of great outlets out there but what we're able to do at the city which is which is nice. The rule is every story should be exclusive. Every story should move the ball forward in some way that no one else is doing like I said there's tremendous Coverage in this city in spite of How the news? Business is taking shape but we have a chance to do something that in its own way. Hopefully we'll stand out and I like to think that we're doing that. And that's what appealed to me when they started Put trying to get me on board A while back and it's it's been a refreshing change to not just do the Daily News. That's the story of the day. It also speaks to the depth of the things the MTA is doing that. We don't often see they're they're constantly. Studying these corridors. You have UTICA AVENUE. You have multiple studies going on in. Staten Island. They sort of released them. They don't put out a press release. Nobody knows about them. But through your reporting you can bring these two light and make sure that people know what's going on. Thank you for reading first of all. Appreciate that and yeah. There's a lot of stuff that Is Out there and pilot programs studies things of that nature that get floated once and then just sort of vanish sort of go away. So I have a chance to revisit some of these things okay. Whatever happened to you know like that was the story. I did with the Sixty Eighth Street Hunter College station. Whatever happened to that thing? Yeah kicking around for Since the early two thousand. That's one of those stories where I think we've cycled through a few pressed representatives at the MTA who've been fielding questions on it since for for years. Now it'll happen someday one day one day so as our time draws to an end let's gays into our crystal balls at that congestion pricing remains a bit in limbo with a dispute between the state and the feds. The city's contributions to the MTA's capital plans aren't quite clear yet and the MTA's using accessibility as cudgel there and transformation is very much a work in progress what do you see the future holding for the MTA. In Twenty Twenty we've heard for so long about congestion pricing being so essential to the MTA. And then we hit this point and I. It seems that we're now sort in neutral so it doesn't happen. What impact does that have on their planning? What impact does that have? On their capital plan. A lot is hooked pricing. So that's got to be squared away. obviously the corona virus for the short term is a big issue how that impacts their bottom line there ridership the public faith in transit. How PEOPLE GET AROUND There is the leadership at the MTA always seemingly on shaky ground there or I just. It's never quite solid. There's that there is just so much and and I'll go back to what I mentioned at the top. There's never a shortage of stories. And that's good for me. That's good for everyone on the beat And hopefully will get at them. It doesn't always become an easy way. Certainly not when freedom of information laws are a request aren't being handled all that quickly Certainly when some things are just not as easy as it used to be to get out of the MTA and that can be frustrating ultimately. What all of us are trying to do. And that means every reporter in town is just getting information and it's really important. This is too important to be to leave it uncovered. But I'm glad that we have a lot of really good reporters covering it I i. I remember when I started in New York when I was the only television reporter. Who would go to those meetings every month? Now you see them covered all the time and I think that's good because it puts them on the spot It gives attention to something that needs attention. this cannot go on covered so one of the things you mentioned. I think as as a last question. This is an interesting conversation to have the. Mta has not been as forthcoming with information over the last few years as they have been in the past. And you've seen that sort of coincide with the time period where Governor Cuomo has taken more of an interest in all things. Mta How has that impacted your job? And how does that impact? The ability of the transit beat writers to get information out of a government agency to the public. Some things that you even have to put in a request for are things that in the past you could have just called up the press office and said here's my question and now unfortunately in A number of cases you were told. That's the foil and foil yet to persistent about it because it is A slog trying to get anything out of that and this is vital information Pat Foy He says the right things about the MTA needing to improve its its foil process and and and he's right however you want to see the results and that stands for all that stands for myself at Stanford. The Post the news the times anyone that covers this beat. Tv stations So that's troubling but foia at his words says things will improve. We'll see we'll see I. I have a request for a report from years ago that I know exists. I put in the request In early January they just they said thirty business days and then they sent me and follow up saying another twenty business days. So it's this process of really trying to pull something out of them and I think it. It helps to remind people that this is a public agency. This is a government agency. All of these things are supposed to be available to the public. That's right it is and the MTA twits. Credit is transparent on a lot of things. They are more than there used to be too. Yeah more than they used to be. They do put out a tremendous amount of Data and things that are accessible if you go after them and look for them.

MTA Mta Sixty Eighth Street Hunter Col officer Byford Pat Foy Canada Clayton anthony mccord General Lebron Andy Partner chief people officer Hunter College Nevin Street station UTICA Cuna Pat Foist Mr mcchord
"second" Discussed on Second Avenue Sagas Podcast

Second Avenue Sagas Podcast

01:40 min | 1 year ago

"second" Discussed on Second Avenue Sagas Podcast

"Welcome to season two of the Second Avenue Sagas podcast. I'm your host Benjamin K back and I'm bringing you all things transit from subways to buses and everything. In between after a short break this winter we're back with new episodes. New guests new pandemic and a newly departed trained daddy. Today we're catching up on the transit beat with Jose Martinez senior reporter at the city and a longtime transit beat writer. Martinez is one of the veterans of the transit. Beat New York originally a newspaper man. Martinez started out with the Journal. News in Westchester in the mid nineteen ninety s before jumping to new glorious tabloids. He spent over a decade covering courts for the Daily News and the post before transitioning to New York. One where he covered the transit beat and hosted the popular in-transit newsmagazine segment. I've appeared on his show and in his stories countless times over the years as the first three months of twenty twenty have been busy ones for the MTA. I wanted to welcome Jose to the podcast for discussion on everything. That's been going on lately. Jose welcome and thank you for joining me. It's always good to see you been my pleasure. Thank you for having me this great countless times. I think I can count on one hand. The number of times. I put you on T- well I've been in your stories. Maybe not so before we dive into the news. And there's been a lot of news lately. Let's talk about your current Gig. I'm a big fan of the city. I think the coverage has been top notch and at a time when local news outlets are dropping like flies around the country. The city offers a voice in the wilderness. But not everyone is familiar with it. Can you give a little overview for those listeners? Who Don't know what the city is. It's an online outlet it's at the city.

"second" Discussed on Second Avenue Sagas Podcast

Second Avenue Sagas Podcast

14:33 min | 1 year ago

"second" Discussed on Second Avenue Sagas Podcast

"Second Second Avenue Sagas podcast. I'm your host Benjamin K back and today I'm talking all things subway maps with Eddie Jabbour the creator of the kick map a graphics and brand designer for for major companies by day to Boras carved out a niche for himself in the world of subway maps for the better part of two decades. You know him as the brains behind the kick map a dynamic version one of the New York City subway map that it's legions of fans swear as far superior to the one issued by the MTA to Bore Bay Ridge Native and Lifelong Lover of trains. Once told The New York Times it takes cryptic archaeologist unquote to read and understand the current. MTA subway map. It's complex convoluted complicated. And shows a static glimpse of only peak hour service. It's a snapshot in time. Rather than a comprehensive view of subway service and longtime followers of Second Avenue Sagas know that I've never urban one to withhold criticism of the current subway map. The kickback came about at the dawn of the smartphone era. Eddie had started building his own version of the subway map. In the early two thousands and so the prevalence of the iphone gave him an immediate platform for an APP that adjusts to real time service opened the kick map at four. Am and you'll see overnight service opening at four PM and you'll see peak hour service all it's busy glory for variety of reasons the MTA hasn't yet incorporated a true time based APP into its myriad digital offerings and so as twenty nine thousand nine in the first season of the Second Avenue Sagas podcast draws to an end. I wanted to sit down with Eddie for discussion on all things. Subway maps Eddie. Thank you for joining joining me. Let's start with kidnap itself though I know many listeners are intimately familiar with the kick map. Tell the folks at home what it is what it does. And what makes it a Superior Transit Map Yup thank you for the words. The kick map was created as an APP and our inspiration was actually Google maps school street car maps and it seemed to us that transit maps were stuck in the twentieth century. The brilliance of Beck's map for the London Underground the vinnie Ellie Nineteen seventy-two subway. Map Diagram maps were a product product of their time. And what we were more excited about was would google had done for the for the car street map. And that is the dynamic map when you zoom in you different information than when you zoom out and the idea was to make people familiar with the transit system assume most complex system in the world The New York City transit system and to make the master at to make them feel that they mastered the system that they understand. Stand the system. So you talk about the kick map as a dynamic transit map from the outset. That sounds far more useful and adaptable than a static paper or PDF subway map APP but not everyone knows what it means a map to be dynamic. Can you talk a little bit more about the elements of a dynamic map and what makes the kick Napa dynamic subway map certainly You know as two thousand nineteen comes to a close where we're go. We're going into the third decade of the twenty first century and the transit maps worldwide. In our opinion have mostly not change. You're still stuck in the mid twentieth century. Sorry and we jokingly referred to these maps. Although they're brilliant they were brilliant at the time they're dead maps another words there one dimensional. It's it's when you zoom in. It's the same map when you zoom out. It's it's the same map. There's no change that Google has brilliantly done with their street street maps when you zoom in you see more street detail you see a retailers whatever when you zoom out get an overview of the city and we think that transit is extremely important for large cities and to master the transit system. You need a great mapping system. One of the things that we discovered early on the transit system itself is virtual. It's underground you don't see it and it's really the map. That is the reality of the system and if the map is antiquated if the map hasn't changed really early virtually changed in forty years or more. There's a problem with that. And we were lucky to be as part of this this period where a couple of people using a program like adobe illustrator can make a very very accurate map can make a dynamic map with multi layers of information. So can we were trying to do with Google had done for street. We're doing for transit. Another which you zoom in then you see street detail as well as a subway detail you zoom out and you see the boroughs you see the the transit system against the city you see that intimate relationship that such important relationship between transit and New York City. It built the city. It built the modern New York. It's interesting we'll get back to this little later in the discussion but I think for a lot of the history of the debate over how subway map should be designed. There was a tension between win. schematic diagram maps versus geographical map. But today it seems with all of this technology that we carry around the geographical map is sort of one out in in a way because it's more flexible but it also helps tie the city to where you are on your phone correct. It's kind of funny. The the transit map the dead map is we call it. Whether it's the diagram or the geographic is really it. Most people don't use it. It's you know it's a symbol of the city. It's on the subway cars. It's in the station but let's face it. Most people go to Google. Go to Google transit and go. I'm going from point to point B.. I'm going from this from my office to restaurant. What's the best way to get there and Google our opinion of Google Transit? is they do a very good job. But it's not transit centric even though they say it's Google transit if they've they tell you right up you know it's better take your number or it's better to walk or whatever so the map has become an icon. It's always always an iconic symbol of the city. The city is New Yorker London. It's a symbol but we think it needs to be a dynamic not only a symbol of the city but there's a use for a modern twenty first century subway map. So what's I'm curious to hear the official kick map origin story. What made you spend so much of your time? Enmeshed in the world of transit map design. which maps did you use for inspiration? And how much time does it take to create the original initial kick map. Yeah I'm a New Yorker. I was born in New Yorker raised a New Yorker and like most New Yorkers never looked at the subway map. We only looked at the subway. If we were going to a place that we he'd never been to but to go to work to home There was no scheduling at the time. The map was just something again on the wall. The tourists used or that we would use if if there was as a destination that we were a little unsure of so we never thought about the map until I had a client from out of town a well. Travelled urban client who I wanted to take the subway to dinner destination and he confided in me that the subway intimidated him. And when I when I pursued it I was wondering is it. What what aspect of the subway and it literally had to do with the complexity of the system and that when he would try to use the map the current map it just? He couldn't figure it out he couldn't figure out the connections he couldn't figure out the difference between express and local. The map wasn't clearly presenting that to a person who didn't know the system. It's funny hearing somebody say the subway map intimidates them. Because I feel like that can be common experience for people who are travelling in New York. You know we all have the subway maps more or less in our heads. Were going every day and like you said if we're going somewhere we're new with might look at the map to see what the station is that we're getting out at but we don't think of it. Is something daunting when I was traveling over. The summer went to Tokyo for the first time. We looked at that subway map and and it's not even useful as a map. It's just a mess of lines and interchanges and there you need something that's dynamic. You need Google to tell you where to go. Yes I agree to us again. This is not our day job. This is this is passionate. Cities Are Passion and we do this on the side where we can we we kind of love it to us. Tokyo is the Mount Everest of maps transit APPs in other words. We are going to tackle that map Sunday. And we're going to you know we are going to master it. We're going to master that system. I know Tokyo fairly well. I've been there a few times. Ars Myself the system is amazing again. A not criticizing the systems New York systems or any of the systems. They are amazing especially question. New York's twenty four seven express local the whole thing so it really has to do with. The map is not kept up with the system so so you mentioned the local in the Express. One of the things that the kick map does that. I think drew some inspiration from the way Moscow Vanilla designed. The map is delineating between in expressing local. Right now you look at the MTA subway map. Everything is a trunk line. It's one line if it's a one train. Stop if is to train stop. There's the differences in little bullets. But here can you talk a little about the design elements. That would certainly first and foremost the map is about information design and one of the things on the information design. One of the realities of New York is the population is so varied and with a lot of people. English isn't even their first language and the the environment of the subways one of split-second decisions. You're three and is coming in. Is that might train isn't not my train so the map should be able to be scanned rather red and the brilliance of the diagram. Whether it's the Beck Diagram or vanilla diagram is the map could easily be scanned. You knew okay. The train in is going from Fifty Ninth Street to Twenty Fifth Street. It doesn't stop at the Museum of Natural History so you have a quick read. A quick read not true with the present map with prison map you have to go to each and every station and see the little letters or numbers next to each and every station to see if your train stops there. There's one classic example that I think hundreds of people make this mistake every day. You would think that all trains would stop up at Times Square. They do and you would think that. All trains stop at Columbus Circle. They don't how many people get on the number two or three express train at forty seconds three times square and want to get off at Columbus Circle and they go right through Columbus Circle and on to seventy second street if you look at the current subway map the official subway map is not clear earlier in the map does not delineate like vanilla map did it is not clear that your two or three train does not stop there. And as I said said it's happened to me. I'm sure it happens to one. Hundreds of people every day that they Kurt and New Yorkers to again if they're unfamiliar with that of course it stops fifty nine hundred the only consistent cross street that every train stops it by the way is forty second street whether it's thirty four th street thirty third dirt fifty nine th street fourteenth street a lot of trains. Bypass those and intuitively. You would think they would. They would all stop at those major. Your Cross streets but they don't kick map shows that clearly. I think it's interesting to think about. How subway map designs have become at least from transit agencies almost two simplified fight you know the MTA went from multiple line showing? You could trace the three train from one end in Brooklyn all the way to Harland. See where it stops you can. You can't do that quite what is easily now. And that's one of the problems that I think people have with the London map too and I know that you've taken on sort of a design of the London map that's A. That's a tough one on the London sort of held as the grand standard of subway designs. Lately they've started to add more and more things to it that make it more and more complicated and they don't do a very good job of delineating different service patterns but did you find challenges in taking on another city besides New York when you expanded. Yeah there are couple of things is about other cities we we made this dynamic formula for the New York City Map and then the the other test for us was Kim in this formula. Be Pertained to other major systems but keeping their iconic status in other words. Yes we can make a kick Map New York City kind of map for London but we wanted to keep the London maps. DNA and what we attempted we. We tried three cities we did Chicago. Washington DC and London as tests cities to see if the character of those iconic maps could be maintained but yet have better have the more dynamic way finding ability that the New York City Map has and we think we have succeeded in that. Because we don't want cookie cutter maps across the world. We do want an international way finding standard for transit transit as I said like Google does for cars and streets. But we want that each individual city whether you're in Tokyo or you're in Paris or we're in Washington DC. The map is a proud symbol of those cities and we wanted to maintain that sort of cultural DNA so back to New York work for a few more questions. One key element of your dynamic map is the prominence of New York City's neighborhoods setting aside endless battles over neighborhood. Boundaries your color for a approach to demarcation.

New York City Google New York City Map MTA New York Tokyo Eddie Jabbour The New York Times London Columbus Circle official Benjamin K Beck
"second" Discussed on Second Opinion

Second Opinion

03:33 min | 1 year ago

"second" Discussed on Second Opinion

"This is Dr Michael Wilks. With a second opinion. This is a tale of two dying men. Marcus who is a black man. Dying of what is probably prostate cancer and Armand a white man dying of lung cancer. It is hard to say how long each has to live but both will probably live less than a month. Neither is getting any active treatment to cure their cancer after numerous treatments. They have both failed to respond both need and deserve to be on hospice. Care while cure is not possible care is still our goal treating pain rain and nausea and grief and perhaps loneliness hospice care is comprehensive care. It's geared toward those who want to focus on the quality of life and no no longer want treatments. That won't work or are considered overly aggressive or painful. Marcus will have no part in hospice nor will his his wife. They are not giving up on my Marcus explained his wife. Marcus still hopes for a cure. He told me so. You never know what they may invent tomorrow. Armand was eager to enroll in hospice. He accepted that medicine. Had nothing left to cure him but he he was scared of being in pain and being a burden to his family. It is probably not a coincidence. That Marcus is black and Armand is white. Federal title. Insurance data suggest that blacks near the end of life are thirty percent less likely to enroll in hospice compared to whites and compared to whites. Blacks are also far less likely to ask the doctor for a D. N.. Are Do not resuscitate order in other words requesting that no CPR CPR or intimation be performed if they have a cardiac arrest in both examples. Blacks seem to be opting for more aggressive care ear. When I asked Marcus about this? He explained that there are several explanations. He told me that blacks don't trust the healthcare system. He told me that he he has never forgiven the US government for studies into ski or doctors purposely chose not to treat black men with antibiotics. He is always always afraid that he won't get the same high quality care as whites. I trust you doctor. He told me but I don't trust the system. No Oh hospice for me. Promise I want everything done possible. Another common belief is that we push people into hospice to save the system. Money as I told Marcus I get paid a salary. My goal is to help you make decisions that are best for you. Neither my employer or I get any financial benefit or incentive to push a person toward or away from hospice care so from my perspective. Black people at the end of life are often missing. Good care out of fear of not getting aggressive care. Culture plays a huge. which part in how we deal with issues at the end of our life perhaps black doctors and other doctors from different cultural groups need to take a lead making sure that patients and their families understand the concept of a good death however they define that so that we can make choices to value and respect those wishes? This is Dr Michael Wilks with a.

"second" Discussed on Second Opinion

Second Opinion

03:36 min | 2 years ago

"second" Discussed on Second Opinion

"This is Dr Michael Wilks with a second opinion. Recently President Trump signed an executive order intending to improve medical care for those with the deadly condition. We called end stage kidney disease as I'll explain in a moment. This executive order is important because it carries on a long tradition of providing comprehensive insurance coverage for unique group of people with one single disease and stage Kidney Disease People Oh end up with end stage kidney disease for variety of reasons including genetic causes longstanding high blood pressure and other diseases over which they they have no control in the U._S.. About fifteen percent of the American public has chronic kidney disease and three quarters of a million. One of those people have end stage kidney disease meaning they will soon need dialysis or a kidney transplant to survive for most people dials this requires going to a doubtless this center three or four times a week and being tethered to machine that slowly filters toxins from their your blood usually over four to five hours the process wreaks havoc on people's lives and even with dialysis half the people people being diagnosed will die within five years meaning more. Americans will die each year from end stage kidney disease than will die live from breast cancer not surprisingly the cost of care for those with end stage kidney disease is huge and most people could not afford toward the care which is where this whole story gets very interesting end stage kidney. Disease is the one disease that Medicare covers no matter. Under your age or finances this is not true for cancer blood diseases heart disease H._i._V. or any other disease <unk> who those hundreds of thousands of people within states kidney disease and Medicare constitute about one percent of the total Medicare population but but they consume seven percent of the entire Medicare budget this means that Medicare spends well over one hundred billion dollars annually on kidney care. We spent this because these people have no option without kidney care. They would quickly die. The new federal rules on N. state kidney disease. TRY TO IMPROVE CARE improve access and increase the number of transplants by. By giving incentives to people to donate kidneys now Medicare was enacted in nineteen sixty five as a piece of social legislation to provide vied healthcare for all elderly as this important legislation was being modified for vote Congress added one last minute amendment that provided care for all people with end stage kidney disease so out of all the diseases for which the federal government could provide a comprehensive care. Why did they choose end stage kidney disease to cover will we will answer this question next week and remember if you miss a second opinion on the air? You can always listen at W._W._W.. Dot K._c._R._W.. Dot Org backslash rash second opinion from Los Angeles. This is Dr

kidney disease Medicare executive Dr Michael Wilks President Trump Los Angeles federal government Congress one hundred billion dollars fifteen percent three quarters seven percent one percent five hours five years
"second" Discussed on Second Avenue Sagas Podcast

Second Avenue Sagas Podcast

11:46 min | 2 years ago

"second" Discussed on Second Avenue Sagas Podcast

"Welcome to the new second avenue, sagas podcast. I'm your host Benjamin k back and joining me this week for the very first episode city council speaker, Cory Johnson. Now, instead of a traditional state of the city speech councilmember Johnson released a sweeping call this month to reimagined the way we get around New York City. He has grand designs on in the streetscape prioritizing, the district's buses and cyclists, over private automobile traffic and he wants to humanize New York's transportation landscape. What lamenting changes that should severely curtail car ownership in the five boroughs? The centerpiece of the speakers plan is an ambitious call for the city to take over control of its subways and buses from the state, I was joined last week. With city council speaker Cory Johnson, and his aides Kelly, Taylor and rob Newman to discuss the, let's go transit plan. Thank you, taking after thanks for coming inbound. Thanks for having me. So, well, I know my readers keen to hear more about this plan. Let's start with an overview in the basics why this plan. Why now walk me through some of the highlights of how you envision city control? The transit system to work in particular of the role of the so-called mobility's are will sometimes crises are opportunities if policymakers and leaders actually use that opportunity in a way, that is creative for thinking outside the box and the idea of municipal control of subways and buses at new. I'm not the first person to call on Jolo to talk about it and twenty thirteen. Christine Quinn talked about it, and twenty thirteen there, another people that have run for mayor and other people that have in the past. But I think this is the first time that elected official with some level of prominence has decide. And to not just talk about it in a sound by like way, a one off to off way. But to actually present a real plan that could be dissected that could be modified that could be added to, and we're in a crisis and the crisis that were in stems from years of disinvestment years of bad management. And also a lack of creativity on figuring out how to have a twenty second century mass transit system in New York City not too. Sound hokey or soundbite easy. But the reason why New York's economy has grown decade after decade after decade is because of masters. It is because of our subways and buses. And if we want to continue to grow who want to be of a center for economic activity and a life blood for the entire region. We need a mass transit system that works in the current structure at the MTA is a system that was set up to deflect accountability. It was basically created in the late nineteen sixties. In the midst of and oncoming fiscal crisis that the city was about to go through and Rockefeller had his own reasons and Lindsey and his own reasons and many people had their own reasons, but we're saying is there's a better way to do this. And there's much better way to do it because of the day-to-day issues that riders face was a better way to do it to actually be able to grow the system and expand the system created with the system and do all sorts of things that other cities in Europe and around the United States have been able to do and so the, the real crux and highlight of the plan is really threefold number one, municipal control subways and buses how you do that. What it looks like McGovern structure, accountability structure, a financing structure, number two overall bowl on what you look at as the streets of New York City, how to make the streets, safer and more, livable, and number three wrapping that all into one as a broad. Sort of transit transportation agenda for New York City, and not just looking at these things, and their own silos, but actually saying, how do you integrate subways and buses and bikes and pedestrians and safe and livable streets in a way that works for the entire city and a master plan? Mike way not piecemeal. Not one off, not an NBA. How do you do all this collectively? And that's what the speech was about. That's what one hundred and three page. White beep was about. And that's what I'm going to talk about over the next months over the next two and a half years as I continue to be speaker of the council. So one of the features of this is an increased accountability at the local level for transit. I think one of the issue, one of the ways that the governor has sort of exploited the complicated structure of the anti as to claim nobody's in charge when he's in charge, your plan makes it very clear. The mayor appoints somebody that mobility's are who is in charge of overseeing the department of transportation and what you're calling that. How do you feel that is responsive to voters? How do people then know that somebody is in charge? They can go to for complaints and problems. Well, no city thankfully, no city in the United States or the world, I think is. Comparible to the greatest city in the world, New York City, but there are things you can learn from other cities on what they've done. Well, and the turnaround Chicago's still has been problems with crime. And with. All sorts of issues that are still plaguing Chicago. But Rahm emanuel's been able to actually do some really good things, and he has basically operational control of the subways and buses. The elevated L in Chicago and Los Angeles. They've actually been able to get a bond passed over one hundred billion dollars to actually expand subway service in LA, and Elliot's a major car culture, as we know I was just in LA over Christmas. And when I was driving around I actually saw the new stations that were being built and Garcetti has control in many ways over there. So in the United States, you have examples. And then when you look at what Andy viral was able to do in London where this is almost the exact setup in London where you have the mayor who appoints Commissioner abilities are overseas the subways and buses and streets of London. The same thing in Sydney, were Andy Byford was similar in Toronto. So we're not. Creating something that no one's ever done before. We're modeling off were modeling this idea of what we've seen work. In other places where you can have greater accountability the flexibility to try new things. Do things expand service, and I think one of the biggest issues with the MTA right now as you have basically two ninety nine percent of the public, a faceless unaccountable board that makes the sessions that affect them every single day. And what we need is stricter accountability greater accountability, a better governance structure. It can be modeled in many ways of all the examples. I just gave. But similarly, the waterboard and New York City. Everyone talks about New York City is the best water in the world. And the mayor believe thankfully, nothing's gone wrong with our water. We have great reservoirs in the north and feed the city, but the mayor has aboard which sets the water rates which oversees all this. And if something did go wrong. The mayor would actually be the one responsible for that subways, and buses impact the most people every single. Day in New York City, and the mayor of New York City, this mayor in any other mayor pass marriage and future mayors don't really have the level of thority control and accountability that they should have just quickly getting into sort of the top level structure, repel, you'd in business, I think one of the parts of the plan that's really appealing. Is the way it sort of an organized divorce. You have the MTA staying alive to service debt. You have that, that would operate transit system in one of your proposals to ensure that all the people who are on the board of this new entity are New York City residents who ride transit, so they'd have a familiarity with the system in no the NATs of it. How do you think that plays into sort of a better oversight function for aboard, like that, before I answer that, I think the one shocking thing, though it shouldn't be shocking. And again, it goes to why it's important for people to understand how dysfunctional Byzantine and screwed up. The cards setup is is that the one member of the board. Who is Jezek needed as the transit tentative and rider doesn't vote on the board right now, which is crazy. And I laid it out, these the longest serving board, Alvin right? Yeah. So. You know, twenty three members on the board six of them nonvoting of the seventeen members of the board. Four of them only have a quarter of a vote. The county executives get a quarter vote each from Nassau Westchester and Rockland and Putnam. And then the other members of the board four by the mayor and the rest by the governor another entities. So what, what we want is, we want a governance structure, that would actually make sense and be responsive to, to riders. I actually that Veronica Vander pool. It's been a great board member, and we need more people like her who are thoughtful and creative, and demand tough answers to questions that matter. And hopefully what you have is you would have a diverse prosecution of New Yorkers from all five boroughs from different life experiences that would come to this as being people that use the system every. Single day. Use the subways use the buses and would understand in day-to-day basis, Andy Byford, humanity. So anti-british you know, walks around the streets of New York City, and he takes subways buses every single day with the customer service tag that says Hello. My name is Andy Byford, and people stop him all the time, and anyone who runs a New York City, transit should be doing that every past president should have been doing that. Members of the board should probably walk around with the same tag on their shirt that Andy has so that the here from riders on a day-to-day basis, that's not the case of where we are in now, that's what should be the case. And by the way, this isn't rocket science will revolutionary, this is just the way it should be. But again, the system is so Byzantine is so screwed up and set up to deflect any level accountability that I don't know if the boy. Members riding the bus in trains every single day. And I don't think the public knows who these people are. So even if they did so most don't. So, so that's what we're trying to accomplish here. So I have to ask your daily transit writer, we've all seen what the last few years of governor Cuomo's approach to transit is in the way he interacts with the city. I think his last minute meddling on the L train through years of planning into disarray. He seems to now be making power play through this congestion pricing proposal to sort of take more control. Over the city streets is the idea that we should be focusing more on city controls of a response to Cuomo is this is New York City saying, we need to take back some of this power from Albany, because we need to be able to set our transportation future.

New York City Andy Byford United States MTA Cory Johnson councilmember Johnson Chicago Christine Quinn Benjamin k Europe department of transportation Rahm emanuel NBA governor Cuomo Jolo London Los Angeles
"second" Discussed on AB Second Coming

AB Second Coming

02:31 min | 2 years ago

"second" Discussed on AB Second Coming

"To W podcasters. Our second episode. Let's talk about Odio. The internet provides fast seal information that grows louder everyday. There are search engines that help people organized access only data, but some information have been overlooked. Almost anything in the world is index. You can search for songs images video and text. But until now you couldn't search for something someone said on both costs or on radio. You had no easy way to find it later. Main purpose is to be the leading search engine. There are more than thirty three million voice. First device in homes today and more than thirty percent of mobile queries are conducted as voice searches. Actual audio clips from newscast interviews and post got sick Mets specific to the voice of Chris. We wouldn't have been able to scale in Chiba mission without cloud platform, and advances music is search to automatically index our content. That the journey from old yo to search. And various meeker service that analyze incoming odeal. We have full text of keywords old the method that that in entities. That are needed. When a user ask a question. We use specific platforms to understand the intense. The dissolution is great.

Mets Odio meeker Chiba Chris thirty percent
"second" Discussed on Second Opinion

Second Opinion

03:40 min | 3 years ago

"second" Discussed on Second Opinion

"I'm Solomon Giorgio host of loss notes from KCRW. We've got the stories behind music. You've always known and will never hear the same way again, fine loss notes on apple podcasts. Sarah is a junior doctor working with me in the outpatient clinic. This is Dr Michael Wilks with a second Bainian Sarah's next patient was a sixty five year old, Russian woman named spit Lana who had come in with left sided abdominal pain because there are many causes of this type of pain. Sarah sat with set Lana for twenty five minutes, Sarah Astor questions about the quality of pain things that made it better and made it worse and about her past medical problems and her family medical problems. And then Sarah did a careful thorough physical examination. These are all the things that Sarah was trained to do. Well, sir, then came out and told me about svetlana's problems, and then we went back in together. To see her when we entered the room, spat Lana did not mince her words. To me, she was angry and stood up from her chair, pointed her finger at me and told me how American doctors knew nothing. She explained that in Russia, no doctor ever needed to spend more than five minutes with her. And they always knew the source of the problem in Russia. They didn't need to ask all of these questions about family and past problems. They knew the cause, how could American medicine she asked be so far behind. I tried to explain, but it was easier to admit that we may just not be as good as Russian doctors. So we need to ask a lot more questions and order some tests before we know what's actually causing the problem since that seemed to be the best we could do. She reluctantly agreed to do the laboratory tests ironically, that same afternoon. Sarah saw Larry who was a studio artist in his mid sixties. Sarah went into the clinic room to meet him, and he explained he'd had severe pain in his large toe that was severe within a few minutes. She explained to Larry that he had gout and she came out to tell me about his condition so we could decide on a plan. Well, again, we went into see him and again, he was angry in a loud voice. He explained to me how quickly Sarah jumped to a diagnosis. She didn't even ask him important questions or care about his past history of shoulder surgery. She didn't ask about his mild diabetes and didn't wanna know about his brother's knee arthritis. He reported that she'd only spent ten minutes talking with him. What kind of a doctor he asked were we training? So same junior doctor, in one case, the patient fill, the doctor was spending too much time acquiring useless information and in the. The other case, she hadn't asked enough questions before she made a diagnosis by the way she was right about the gout that afternoon. What I explained to serve was that medicine is eighty percent art and twenty percent science. The science is really easy. The art is hard. It is important that clinicians ask ourselves regularly what we could have done differently to improve the encounter. But sometimes there's really nothing we can think of. And if it only happens on rare occasions, sometimes all we can do is shrug our shoulders and move on. This is Dr Michael Wilks with a second opinion.

Bainian Sarah Sarah Astor Dr Michael Wilks Lana Russia abdominal pain Solomon Giorgio svetlana apple knee arthritis Larry twenty five minutes sixty five year eighty percent twenty percent five minutes ten minutes
"second" Discussed on Second Opinion

Second Opinion

03:58 min | 4 years ago

"second" Discussed on Second Opinion

"second" Discussed on Second Opinion

Second Opinion

02:00 min | 4 years ago

"second" Discussed on Second Opinion

"This is dr michael wilks with a second opinion a project in africa has just improved access to clear filtered drinkable water for an entire village the new supply comes from deep wells and provides clean filtered water directly from a metal spigot with a shiny pump handle it is expected to decrease childhood diarrhea by eighty percent and improve health enormously villagers need to walk about the length of a us football field from their homes to the pomp and fill up large yellow plastic bottles and carry them back home now before the whale was drilled villagers would need to walk about the same distance of a football field but down a steep slope to a narrow turgid creek and use the same fivegallon yellow bottles which they would fill with murky water and then climb back up the hill the water pump is a no brainer but still each morning and each afternoon children and grownups walk in lines down to the creek to fill up their bottles no one is standing at the pump in india and elsewhere large percentages of populations use agricultural fields and lightly worded areas when they need to use the bathroom in an attempt to reduce water contamination improve sanitation and promote safety by reducing rape and violent crimes and animal attacks in the fields governments and nonprofit foundations have committed significant amount of money to dig latrines and supply millions of subsidised toilets near the house now a study mentioned in the economist found that even with functional safe toilets millions refuse to use them in some cases the detached toilet room was too close to the house and people were.

dr michael wilks india rape the house africa us football eighty percent fivegallon
"second" Discussed on Second Opinion

Second Opinion

02:00 min | 4 years ago

"second" Discussed on Second Opinion

"This is dr michael wilks with a second opinion it's fall which means sports season is in full swing now this means that a significant portion of my time as a doctor is spent doing sports physical exams from a medical perspective these exams are silly in an otherwise healthy person there is almost nothing that i pick up that would limit a person's ability to play sports the forms that the school systems have me fill out are a joke i have to have a high school athlete stand on one foot and jump up and down for thirty seconds and take their pulse i have no idea what i'm looking for and have no idea what would be an abnormal finding sure i can look for knee injuries and detect obesity but these young people don't need me to tell them that they're having those sorts of problems but the exams are not completely useless particularly for young man after all these are the folks that never come to see me for routine care guys are tougher so they think and they hate going to the doctor for fear that will check them for ernie yet but having them in my office allows me to talk to them and ask them how they're doing are they sexually active in our the engaging in safe practices are they putting themselves at risk with drugs or alcohol and have they been having thoughts of hurting themselves or others while i almost never pick up an unknown serious physical problem i do pickup emotional and family problems all the time but when it really gets tough is around football to me the evidence of longterm effects from head injuries that take place in a routine play is overwhelming in my medical opinion kids should just not play football among the three million people who do play football concussion.

dr michael wilks school systems obesity ernie football head injuries thirty seconds one foot