What two (or more) quotes capture the message of the article?
“There are 1,020 hybrid taxis roaming New York’s streets, about 7.8 percent of the fleet.” This shows how the amount of hybrid taxis in 2008 were starting to increase and although 7.8 percent seems small, as a first attempt 1,020 hybrids is a decent amount. This was the start of taxis starting to consider hybrid options.
“Some drivers of hybrid taxis interview recently said they were mostly pleased with their cars, particularly with how much money they saved on fuel.” This leads to the suggestion that in the future more taxis would be hybrid vehicles.
“But they added that hybrids cost more to repair and that some of them had less space for drivers and passengers…” This shows the push and pull of a hybrid taxi. There are downsides to the hybrid taxis that drivers will have to decide it the benefits outweigh the risks.
What is the main point of the article, and how is it supported? The main point of the article is the fact that New York City is starting to increase in the amount of hybrid taxis but it is yet to be decided if the hybrid taxi is actually more cost effective for fleet drivers.
Zulfiqar Aslam, a taxi driver, spends $25 less a day with a Ford Escape hybrid than with his previous Crown Victoria taxi.
The battery pack of a hybrid can cost thousands of dollars to replace and other parts are 10-20% more expensive to repair, which makes repair prices much higher. However, many hybrids have exceeded 200,000 miles without issues with the battery.
Fleet owners charge $635 a week to drive a hybrid taxi compared to $500 for the typical Crown Victoria taxi, which impacts the net savings from the better gas mileage.
Taxi drivers who own their vehicles can save on all the gas money, still about $25 a day for Gerard Cherizol another Ford Escape Hybrid driver.
There are complaints about the climb up into the Escape and the reduced legroom possibly leading people to choose a non-hybrid taxi over the hybrid.
What actors (individuals or organizations) are referred to? (Provide names and short descriptions.)
New York City’s Taxi and Limousine Commission (Matthew W. Daus, commissioner): the agency responsible for licensing and regulating New York City’s yellow taxicabs, for-hire vehicles, commuter vans, paratransit vehicles and certain luxury limousines. Taxi and Limousine Commission
What kind of causation or responsibility is argued or implied in the article? The article hints at the tendency of people to distrust or dislike change. It also hints at the idea that taxi drivers are not confident making the investment into a hybrid because the cost savings have yet to be proven and it gives the feeling that hybrid taxis are still experimental. There is a definite push pull between taxi fleets, where drivers rent their vehicles, and individually owned drivers who seem to like hybrids more.
How (if at all) are health disparities or other equity issues addressed in the article or report? Instead of focusing on health disparities, this article focuses more heavily on the economic side of using a hybrid taxi. There is a slight undertone of the fact that hybrids are an investment and that individual owners have an easier ability to make the investment than the fleets. However, equity issues are not directly discussed.
What three points, details or references from the article did you follow up on to advance your understanding of the issued and actors described in the article? I followed up on whether or not Hybrid taxis are more prevalent now, 2015, and found the next article on lawsuits filed about hybrid taxis.
City’s Lengthy Push for Hybrid-Engine Taxicabs Hits a Legal Dead End
What two (or more) quotes capture the message of the article?
“The United States Supreme Court on Monday declined to consider an appeal by the city on its longstanding effort to mandate fuel emissions standards in New York City’s taxicabs, suing up the legal options for a policy that had twice been struck down by lower courts.” This shows just how hard New York City was trying to mandate the fuel emissions, they followed it up after the first courts all the way to the Supreme Court, but in the end they were defeated.
“The spokesman, Michael Woloz, said that while the owners supported a fuel-efficient fleet, the city’s policy as planned would have placed an “impossible” burden on taxi owners who require commercial-grade vehicles that can tolerate years of abuse.” As a spokesman for the Metropolitan Taxicab Board of Trade, Woloz uses safety and business in order to go against the idea of mandating taxicab fuel emissions.
What is the main point of the article, and how is it supported? The main point of the article is the fact that New York City does not have the authority to mandate taxicab fuel emissions.
New York City attempted to mandate fuel emissions standards in taxicabs by setting a minimum fuel efficiency of 25 miles a gallon for taxis in 2008.
New York City also attempted to set up financial incentives for buying hybrid vehicles for use as taxicabs in 2008.
Both plans were rejected by Judge Paul A. Crotty of Federal District Court in Manhattan as a de facto regulations of emissions standards due to the fact the power to regulate emissions standards belongs to the federal government upon the complaints of a “group of taxi owners” in 2008.
The United States Supreme Court declined to consider an appeal by New York City on its effort to mandate fuel emissions February 21, 2011.
What actors (individuals or organizations) are referred to? (Provide names and short descriptions.)
New York City’s Taxi and Limousine Commission (David S. Yassky chairman): the agency responsible for liscensing and regulating New York City’s yellow taxicabs, for-hire vehicles, commuter vans, paratransit vehicles and certain luxury limousines and has the ability to regulate which vehicle models can be used as yellow taxis. Taxi and Limousine Commission
Metropolitan Taxicab Board of Trade (Michael Woloz, spokesman): not-for-profit Trade Association representing operators of approximately 25% of the New York City yellow taxicab mediallion industry. Metropolitan Taxicab Board of Trade
What kind of causation or responsibility is argued or implied in the article? The article implies that the federal government is not taking responsibility to reduce emissions from vehicles and is not allowing local governments to take responsibility. It implies that the legislature which prohibits local governments from regulating emissions is outdated.
How (if at all) are health disparities or other equity issues addressed in the article or report? This article is more of a discussion in the governmental regulations and uses health as a method of sentimentality. In regards to equity issues, the difference in federal and local legislation is brought up especially in regards to calling the federal legislation outdated. However, it is never directly stated as an equity issue.
Could Outmoded Phone Booths Become E.V. Charging Stations?
What two (or more) quotes capture the message of the article?
“Is it possible to imagine some of them [phone booths] seamlessly replaced with electric vehicle charging stations, with vital dedicated parking spaces?” This essentially sums up the article which is exploring the option of converting already in place but no longer in use phone booths into electric vehicle charging stations around New York City.
“One transportation expert worries that the city already devotes too many resources to cars.” Paul Steely White, the transportation expert, makes one of the many good points in the difficulties that arise with transforming these phone booths. It is not a straight forward process and making better walking or biking areas should be considered as well as different forms of car for space reasons.
What is the main point of the article, and how is it supported? The main point of the article is the fact that New York City is starting to contemplate different ways to use the outdated phone booths and one of the popular ideas is a charging station for electric vehicles. However, there are many things to consider with this transformation including if that would actually be the best plan of action for the city.
Many phone booths are already supplied with electricity and have the permits necessary to remain on the properties.
Different agencies are responsible for the public sidewalk around the phone booths making the parking spaces a challenge.
Peter Schwarzenbauer, a member of BMW’s Board of Management mentioned the conversion idea at the unveiling of BMW’s electric vehicle, BMW i3 on July 29 2013.
Reusing the infrastructure is important to Van Wagner Communications, whom runs advertisements on the phone booths, as well as author of “Green to Gold” Andrew Winston.
Transportation expert Paul Steely White mentions that it might be a better idea to think about expanding walking and biking instead of electric vehicles to save space.
What actors (individuals or organizations) are referred to? (Provide names and short descriptions.)
Van Wagner Communications (Mark Johnston, president): an outdoor advertising agency which uses phone booths as advertising locations.
New York City’s Department of Information Technology and Telecommunications (Rahul Merchant, chief information and innovation officer and commissioner): DOITT, as stated on their website, is responsible for “maintaining the foundational IT infrastructure and systems.” Their responsibility in modernizing government technology is called upon in this article. DOITT
Peter Schwarzenbauer, a member of BMW’s Board of Management of BMW Ag; MINI, BMW Mororad, Rolls-Royce, and Aftersales BMW Group as of April 1 2013. BMW Board of Management
Plug In America (Jay Friedland, director): As of August 18, 2008, Plug in America is an official 501(c)(3) public charity which focuses on shifting cars over to electric. It is a coalition of electric vehicle drivers. Plug In America
Andrew Winston, co-author “Green to Gold”: A book which summarizes the strategies, tools, motivations, and pitfalls of companies going green. Winston is considered an expert on green business and is the founder of Winston Eco-Strategies to help big companies go green. Andrew Winston
Transportation Alternatives (Paul Steely White, executive director): A group of activists whom promote bicycling, walking, and public transit in New York City to try to reduce the number of vehicles on the streets and thereby improve safety. Transportation Alternatives
What kind of causation or responsibility is argued or implied in the article? In New York City, it is the City’s responsibility to convert these underutilized phone booths into something useful for New York City citizens. Although a competition was held to get ideas, in the end it is still the local government’s responsibility.
How (if at all) are health disparities or other equity issues addressed in the article or report? The main issue mentioned was not health disparities, although the article seemed to hint that by increasing the amount of charging stations, they would increase the amount of electric vehicles and decrease air pollution from cars. Instead the article was more space orientated. There exist these booths in space, and therefore space cannot be wasted but by making these electric charge stations instead of reducing combustible engine vehicles, it could just increase the vehicles on the street.
What three points, details or references from the article did you follow up on to advance your understanding of the issued and actors described in the article?
Now, Phone Booths have been replaced with free Wi-Fi kiosks. Wi-Fi Kiosks
Transportation Alternatives is interesting because on their website they list themselves as a charity but also just a group of people driving electric vehicles.
Reinvent Payphones Design Challenge asked citizens to give the city ideas as to what to do with the current underused payphone booths. Reinvent Payphones
What two (or more) quotes capture the message of the article?
“Every few blocks throughout Midtown and Lower Manhattan in splotches of northern Brooklyn and along a small slice of Queens, New Yorkers will have access to a new alternative for public travel.” This is key to the article, giving people the option to use this new form of public travel. As a beginning program, it is only in a few areas at this point but it is a test to see how many New Yorkers actually take advantage of it in order to determine how to proceed next.
“”It’s bittersweet,” [Anthony Faglione] said. “The bitterness is that motorists will lose sports. The sweet is that more people will be using nonmechanical transportation within the city.”” Anthony Faglione discusses both the pros and cons of this plan in that although the idea is considered positive, it will enact change that some people haven’t thought about yet such as the decrease in spots for vehicles. People may have to change their habits.
What is the main point of the article, and how is it supported? The main point of the article is the fact that New York City is starting to add bike-share stations across the boroughs and although it was generally positive feedback to the idea, there are always pros and cons.
First 420 proposed locations unveiled May 11, 2012 out of expected 600.
Community members interviewed expressed their annoyance at the general lack of parking spaces for vehicles.
Ruben Diaz Jr., Bronx borough president is quoted saying it was disappointing no stations were in the Bronx.
In a poll by Quinnipiac University released May 11, 2012 64% of city voters said it was a good idea, 30% not a good idea but 51% did not want more bike lines in their own neighborhood.
Vehicle spots will be lost in the hopes of more bicycle transportation.
Similar projects have been successful in Europe.
What actors (individuals or organizations) are referred to? (Provide names and short descriptions.)
Mayor Bloomberg: Mayor of New York City during the release of this article (2012)
New York City Department of Transportation (Janette Sadik-Khan, commissioner; Seth Solomonow, spokesman): In charge of the movement of people and goods within New York City including their safety, efficiency, and environmental responsibility.
Jessica Lappin: Councilwoman for the Upper East Side
Gale A. Brewer: Councilwoman for the Upper West Side
Ruben Diaz Jr: Bronx Borough President
Anthony Faglione (contractor), Andrew Kent (student at the School of Visual Arts), Tiffany Ralescu (dental student), and Sophia Vailakis (law firm employee): Portrayed as every day, laymen commuters into and within New York City
What kind of causation or responsibility is argued or implied in the article? It is implied that these stations are the responsibility of New York City and the people of the city. Within the article are mentions of how the program came to be due to people’s interests and ideas and will expand based on the reaction of the people as well. However, in the broad sense, the city is responsible for the upkeep and management of these bikes.
How (if at all) are health disparities or other equity issues addressed in the article or report? Although not directly stated, the fact that no bike stations were being put up in the Bronx seems a bitter point in the article. In this section, it was mentioned that the Bronx has high asthma rates and air pollution and points out the irony of not placing a program meant to decrease air pollution and asthma rates in the biggest center for these. The Bronx is a lower economic area of New York City and the article does hint that this may have been a factor. However, it is very carefully never directly stated.
What three points, details or references from the article did you follow up on to advance your understanding of the issued and actors described in the article?
Similar Programs in Europe: There are 553 bike share programs in operation worldwide as of October 1, 2013 and the leader in bike sharing is China. The number one program considered by this article is in Hangzhou China, launched in 2008 with 2,965 stations and 69,750 bikes where the price is a $32.61 deposit + a charge based on the amount of time rented. Top Bike Share Programs Worldwide
Stations in the Bronx: as of August 6, 2015 Citi Bike was planning to move into New Jersey before adding stations in the Bronx. This caused a huge outcry as people want Citi to expand in New York City, where it originally started, before heading off to a different state altogether. New Jersey before Bronx Stations
Citi Bike Today: As of July 2015, an expansion plan is being put into place to double the network size from 6,000 to 12,000 bikes. Citi Bike
Ken Belson, “The Greening of the Yellow Fleet,” New York Times, April 27, 2008, AU1.
http://www.nytimes.com/2008/04/27/automobiles/27TAXI.html?adxnnl=1&adxnnlx=1350065009-uQ41pV452HalHJux22aqzQ
This shows how the amount of hybrid taxis in 2008 were starting to increase and although 7.8 percent seems small, as a first attempt 1,020 hybrids is a decent amount. This was the start of taxis starting to consider hybrid options.
This leads to the suggestion that in the future more taxis would be hybrid vehicles.
This shows the push and pull of a hybrid taxi. There are downsides to the hybrid taxis that drivers will have to decide it the benefits outweigh the risks.
The main point of the article is the fact that New York City is starting to increase in the amount of hybrid taxis but it is yet to be decided if the hybrid taxi is actually more cost effective for fleet drivers.
The article hints at the tendency of people to distrust or dislike change. It also hints at the idea that taxi drivers are not confident making the investment into a hybrid because the cost savings have yet to be proven and it gives the feeling that hybrid taxis are still experimental. There is a definite push pull between taxi fleets, where drivers rent their vehicles, and individually owned drivers who seem to like hybrids more.
Instead of focusing on health disparities, this article focuses more heavily on the economic side of using a hybrid taxi. There is a slight undertone of the fact that hybrids are an investment and that individual owners have an easier ability to make the investment than the fleets. However, equity issues are not directly discussed.
I followed up on whether or not Hybrid taxis are more prevalent now, 2015, and found the next article on lawsuits filed about hybrid taxis.
City’s Lengthy Push for Hybrid-Engine Taxicabs Hits a Legal Dead End
Michael M. Grynbaum, “City’s Lengthy Push for Hybrid-Engine Taxicabs Hits a Legal Dead End,” New York Times, March 1, 2011, A20. http://www.nytimes.com/2011/03/01/nyregion/01taxi.html
This shows just how hard New York City was trying to mandate the fuel emissions, they followed it up after the first courts all the way to the Supreme Court, but in the end they were defeated.
As a spokesman for the Metropolitan Taxicab Board of Trade, Woloz uses safety and business in order to go against the idea of mandating taxicab fuel emissions.
The main point of the article is the fact that New York City does not have the authority to mandate taxicab fuel emissions.
The article implies that the federal government is not taking responsibility to reduce emissions from vehicles and is not allowing local governments to take responsibility. It implies that the legislature which prohibits local governments from regulating emissions is outdated.
This article is more of a discussion in the governmental regulations and uses health as a method of sentimentality. In regards to equity issues, the difference in federal and local legislation is brought up especially in regards to calling the federal legislation outdated. However, it is never directly stated as an equity issue.
Could Outmoded Phone Booths Become E.V. Charging Stations?
Jim Motavalli, “Could Outmoded Phone Booths Become E.V. Charging Stations?” New York Times, August 14, 2013, AU4.
http://wheels.blogs.nytimes.com/2013/08/14/could-outmoded-phone-booths-become-e-v-charging-stations/
This essentially sums up the article which is exploring the option of converting already in place but no longer in use phone booths into electric vehicle charging stations around New York City.
Paul Steely White, the transportation expert, makes one of the many good points in the difficulties that arise with transforming these phone booths. It is not a straight forward process and making better walking or biking areas should be considered as well as different forms of car for space reasons.
The main point of the article is the fact that New York City is starting to contemplate different ways to use the outdated phone booths and one of the popular ideas is a charging station for electric vehicles. However, there are many things to consider with this transformation including if that would actually be the best plan of action for the city.
In New York City, it is the City’s responsibility to convert these underutilized phone booths into something useful for New York City citizens. Although a competition was held to get ideas, in the end it is still the local government’s responsibility.
The main issue mentioned was not health disparities, although the article seemed to hint that by increasing the amount of charging stations, they would increase the amount of electric vehicles and decrease air pollution from cars. Instead the article was more space orientated. There exist these booths in space, and therefore space cannot be wasted but by making these electric charge stations instead of reducing combustible engine vehicles, it could just increase the vehicles on the street.
City Unveils Locations of Bike-Share Stations
Matt Flegenheimer, “City Unveils Locations of Bike-Share Stations” New York Times, May 12, 2012, A14.
http://www.nytimes.com/2012/05/12/nyregion/city-unveils-locations-of-bike-share-stations.html?mtrref=query.nytimes.com&_r=0
This is key to the article, giving people the option to use this new form of public travel. As a beginning program, it is only in a few areas at this point but it is a test to see how many New Yorkers actually take advantage of it in order to determine how to proceed next.
Anthony Faglione discusses both the pros and cons of this plan in that although the idea is considered positive, it will enact change that some people haven’t thought about yet such as the decrease in spots for vehicles. People may have to change their habits.
The main point of the article is the fact that New York City is starting to add bike-share stations across the boroughs and although it was generally positive feedback to the idea, there are always pros and cons.
It is implied that these stations are the responsibility of New York City and the people of the city. Within the article are mentions of how the program came to be due to people’s interests and ideas and will expand based on the reaction of the people as well. However, in the broad sense, the city is responsible for the upkeep and management of these bikes.
Although not directly stated, the fact that no bike stations were being put up in the Bronx seems a bitter point in the article. In this section, it was mentioned that the Bronx has high asthma rates and air pollution and points out the irony of not placing a program meant to decrease air pollution and asthma rates in the biggest center for these. The Bronx is a lower economic area of New York City and the article does hint that this may have been a factor. However, it is very carefully never directly stated.