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FEBRUARY 2019 Vol.20 No. 2

An Insider’s Look at Both NYC TLC Regulated Industries

Lea los artículos en español.


&

MAN HAILS CAB WHILE WOMAN BURNS,

GETS 12 YRS

NYC WOMEN PAYTRANSPORTATION

“PINK TAX”

TIPS FOR SAVING GAS

$$$

PENFED OFFERS PROGRESSIVE CU MEMBERS HOPE

LA SRA. JOSHI ASUME POSICIÓNY ANUNCIA PARTIDA DE TLC

www.taxiliverytimes.com

MS. JOSHITAKES A STAND,

ANNOUNCESDEPARTUREFROM TLC

4 • TAXI & LIVERY TIMES • FEBRUARY 2019

It is very difficult for me to say goodbye to Chairwoman of the New York City Taxi& Limousine Commission, Meera Joshi. Memories of her immediate predecessor, DavidYassky, are just one of many reasons why.

When Yassky ran the TLC, Mayor Bloomberg’s wishes were pushed through alllevels of government, regardless of the needs of small business owners, many of whomhappened to be immigrants. When Mayor Bloomberg failed to win his second term, hechanged the law and bought his third term anyway.

After his last term was finally over, David Yassky moved from the Taxi Commissionto Pace University and Lyft. I guess we all have to earn a living somehow.

One thing Commissioner Yassky certainly did for years, was to make the entiretransportation industry in New York City long for the return of his predecessor,Matthew Daus. Some didn’t like the leadership of Chairman Daus, but he was sorelymissed once Yassky took the reins at the Taxi Commission.

Interestingly enough, a day after the Crain’s business breakfast – where Chair-woman Meera Joshi publicly announced her resignation – David Yassky of all people,appeared on NY1 and showed how little he knows about the NYC transportation in-dustry when not guided by a mayor, by stating 90% of medallions are owned by fleets.Another stellar “Duhhh” moment for the controversial former TLC chairman.

Let us not forget in 2013, when Mayor Bloomberg told Gene Freidman: “When Iam out of office I will destroy your f@#king industry. After January, I am going to de-stroy all you f@#king guys.” Look where Mr. Freidman is today, while Mike Bloombergis planning to spend $100 million to become the nation’s first Jewish President.

Much as we missed Chairman Daus after he resigned, I for one, will miss Chair-woman Meera Joshi as well. She has always been accessible and supported many pos-itive changes within the yellow industry, such as a universal license, flexible driverscheduling, a reduction in the transfer tax, leasing of individual medallionsm, etc. Herreign was not perfect, but nothing in life is. It is tough in business to play catchup andcreate TLC laws when State laws supersede all city laws.

The chairperson must be able to deal with all segments of the New York City trans-portation industry, the New York City Council, state assembly and senate, in additionto the Mayor and Governor. Then you must deal with advocates from several importantassociations from the disabled community, new technology companies, bicycle advo-cates, the Department of Transportation, the Congestion Pricing issue, illegal vehiclesand numerous think tanks here and around the world.

The issues of suicides and bankruptcies continue to haunt the current administra-tion. That is why we need someone who understands all segments of our industry. Un-fortunately, the race between technology and rules, left the rules in the dust.

One of chairwoman Joshi’s comments made me realize that her replacement needsto understand the various segments of the New York City transportation industry. Toparaphrase: “It will take a year for someone to understand the New York City trans-portation industry.” This is a delicate time in the New York City ground transportationindustry. WE DO NOT HAVE A YEAR TO WAIT FOR A CHAIRPERSON TO GETTHEIR BEARINGS!

Meera Joshi, I will miss you, and the experience you brought to hearings and meet-ings, and the knowledge you attained reflected in new rules. I will miss your true,heartfelt caring for drivers and medallion owners during a time of suicides and medal-lion price corrections. I will miss your loyalty to the public and the entire ground trans-portation industry equally, and the hard work involved balancing both. I know whoyou are, Chairwoman Joshi. It is not easy being praised for greatness one day and con-demned the very next. I fear what would happen if your replacement has little hands-on experience in the industry, and therefore it is difficult to say goodbye.

Regardless, I wish you all the best…Before I sign off, I wanted to mention some big financial news that may have gotten

lost in the shuffle: On January 1, Progressive Credit Union merged with one of thelargest credit unions in the country – Pentagon Federal Credit Union. The membershipwill benefit from all of Pentagon’s financial advantages and there is talk of some typeof medallion financing up the road.

Until next month…


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PUBLISHER: David PollackE-mail:[email protected]

11 Edge Water laneHaverstraw, NY 10927

Phone: 718-706-TAXI (8294)

EDITOR: Neil WeissEmail: [email protected]

714 Crestbrook Ave.Cherry Hill, N.J. 08003

Tel: 800-723-9119/856-751-0656Fax: 856-751-0657

CONTRIBUTING WRITERS:Matthew Daus, Esq.

Larry FisherMeera Joshi

Bertram MerlingSteven J. Shanker, Esq.Michael Spevack, Esq.

ADV. SALES MGR./ART & DESIGN:Michele Norton: 856-262-2368

TRANSLATIONS: The Language Center and NYC TLC

Copyright © 2019 by TAXI & LIVERY TIMES. Allrights reserved. Neither this newspaper nor anypart therof may be reproduced, copied, or trans-mitted in any form, without the express writtenpermission of the publishers. The copyright isextended to the design and text created for ad-vertisements. This publication is not responsi-ble for errors in advertisement beyond the costof the space occupied by the error. Bylined arti-cles represent the sole opinion of the writer andare not necessarily in accordance with theviews of TAXI & LIVERY TIMES. This Publicationreserves the right to limit or refuse advertisingit deems objectionable. TAXI & LIVERY TIMES ispublished monthly at a subscription rate of $48per year.

IN THIS ISSUEPublisher’s Page ....................4

Demonstration......................37

Editor’s Notes ........................6

Taxi News ................................7

Livery News ..........................12

Directory ..............................13

Features ................................15

ITAR Outlook ........................17

The Fishbowl ........................23

Commissioner’s Corner ......24

Defensive Driving ................26

Fun & Games ........................27

The Taxi Attorney..................28

News......................................30

Taxi and FHV Relief Stands 32

PUBLISHER’S PAGEI’M GOING TO MISS

MS. JOSHI

By Larry Fisher

By Meera Joshi

By Michael Spevack

By Matthew W. Daus, Esq.

BY DAVID POLLACK

www.taxiliverytimes.com

By Bertram Merling

FEBRUARY 2019 • TAXI & LIVERY TIMES • 5

After a judge issued a Temporary RestrainingOrder, moving the implementation date for CongestionPricing to take effect on January 17, instead of Janu-ary 1, medallion owners and drivers protested in frontof 80 Centre Street that very day.

The speakers pointed out the many problems withthe law as it is written. Councilman and chairman ofthe Transportation Committee Ydanis Rodriguesspoke out, as did Lucius Richio, former Department ofTransportation Commissioner.

Uber and Lyft are in favor of the current conges-

tion pricing laws and medallion owners say that it isunfair because app-based passengers can ride as aride-share, thereby exchanging a $2.50 surcharge witha 75-cent surcharge.

At the January 17th hearing, the judge grantedthe state two weeks to get their arguments in order.Therefore, there is no Congestion Pricing Surchargeuntil January 31, the date of the next hearing. Whenthe judge issues a decision, either congestion pricinglaws will have to go back to the drawing board, or, con-gestion pricing will begin at a designated date.

Photo CreditDavid Pollack

DEMONSTRATIONJUDGE PUSHES BACK CONGESTION PRICING AFTER LAWSUIT, PROTESTS


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Newark Airport • BLDG # 349100 Lindbergh Rd. • Newark, NJ 07114Ph. 973-642-2886 • Fax. 973-623-2886

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Sé que no siempre he sido amable al analizar a la Comisiónde Taxis y Limusinas (Taxi and Limousine Commission, TLC)durante la presidencia de Meera Joshi y, seguramente, es posi-ble que haya dicho varias cosas desagradables sobre su personadurante los años en los que ocupó esa función tan importante.Sin embargo, me gustaría que quede claro que lamento su par-tida y espero que no se haya tomado nada de eso a nivel per-sonal. Realmente, le deseo lo mejor en sus próximosemprendimientos.

Para ser honesto, debo decir que ha sido el momento máscomplicado, frustrante y desgarrador para que alguien se hagacargo de TLC. Después de todo, se convirtió en presidente en el2014.

Por cierto, ha sido terrible ser testigo de cómo se ha de-strozado nuestro sector en los últimos años y, en particular,mientras observaba lo que pasaba semana a semana, mes a mes,descubrí que dirigía gran parte de mi enojo a la Sra. Joshi. Lam-entablemente, parte de su trabajo consiste en absorber dichoenojo. Ahora bien, si doy un paso hacia atrás y adopto una mi-rada amplia sobre lo sucedido, qué le permitió hacer su funciónen TLC y qué pudo lograr realmente, aparece una imagen total-mente distinta de su periodo como presidente.

También pienso que los motivos por los cuales decidió irsede TLC dicen mucho sobre ella: A saber, se opuso a la aprobaciónpor parte del estado del sobrecargo por congestionamiento detráfico para taxis y vehículos de alquiler (For-hire Vehicles,FHV) en Manhattan y se hartó de hacer política y de que laculpen por cuestiones que excedían su control y que, en realidad,pertenecían a la órbita del Concejo de la Ciudad y del Alcalde.

En mis últimas palabras sobre este tema, lamentablementedebo decir que no sé qué ocurrirá con la tarifa del sobrecargo porcongestión. Tenemos una fecha de audiencia en firme que seráantes del 31 de enero, momento en que el juez escuchará los tes-timonios de ambas partes de la cuestión. Espero que se derogueel recargo, aunque sospecho que eso no sucederá. Hay muchodinero involucrado.

Mientras cierro el editorial de este mes, quisiera agradecerleuna vez más a la Sra. Joshi (quien dejará TLC en marzo), de-searle lo mejor y dejar en claro que verdaderamente espero quela próxima persona que se elija para dirigir TLC posea un nivelsignificativo de experiencia directa en el sector. ¿No sería buenaidea que elijan a alguien que haya conducido un taxi o un FHVen algún momento? ¿Alguien que comprenda no solo los secretosde un sector muy complejo sino las frustraciones cotidianas quecualquier persona que sea ajena al sector jamás comprenderá?Espero que así sea.

I know I have not always been kind when discussing theNew York City Taxi & Limousine Commission (TLC) underChairwoman Meera Joshi, and it’s entirely possible that Icalled her out by name at times during her years in thatimportant role. But for the record, I am sorry to see her go,I hope she didn’t take any of it personally and I genuinelywish her all the best in her future endeavors.

I honestly can’t imagine a more harrowing, frustratingand complicated time for anyone to have taken the reins ofthe TLC. She became Chairwoman in 2014, after all.

It’s been terrible witnessing the unraveling of our in-dustry these past years – and particularly as I watchedwhat was happening week to week, month to month, Ifound myself directing a good deal of my anger at Ms. Joshi.Part of her job, unfortunately, is to absorb that heat. Butstepping back and taking a broad view of what transpired,what her role in the TLC actually allowed her to do andwhat was in fact accomplished paints a different picture ofher time as Chairwoman.

I also think the reasons she chose to leave the TLC saya lot about her: Namely, she opposed the state’s passage ofthe congestion surcharge for Taxis and FHVs in Manhattanand had grown tired of playing politics and getting blamedfor things that were beyond her control, that actually fallunder the purview of City Council and the Mayor.

As I put the final touches on this issue, I unfortunatelydo not know what will happen with the congestion pricingfee. We have a firm print date that falls prior to Jan. 31,which is when the judge will hear testimony from both sidesof the issue. I hope the surcharge is struck down but suspectit won’t be. There’s simply too much money riding on it.

As I close out this month’s Editorial, I just want to againwish Ms. Joshi – who is leaving the TLC in March – all thebest and state for the record that I really, really hope thenext person chosen to run the TLC has a significant amountof direct industry experience. Wouldn’t it be nice if theychose someone who’d actually driven a cab or FHV at somepoint, someone who understood not just the nuts and boltsof a complicated industry, but the daily frustrations thatpeople outside of the industry will never quite grasp? Onecan only hope.

ÚLTIMAS PALABRAS PARALA SRA. JOSHI AL ANUNCIAR

SU PARTIDA DE TLC

MS. JOSHI TAKES ASTAND, ANNOUNCES DEPARTURE FROM TLC

BY NEIL WEISS

EDITOR’S NOTES

“LIKE” TAXI & LIVERY TIMES

FOR BREAKING NEWS!


TAXI NEWS

Traffic deaths may be down under Mayor deBlasio’s Vision Zero program, but there aremore crashes since the program began and asteadily rising injury toll, ¬according to NYPDdata. Collisions on city streets increased morethan 11% between 2014 and 2018, statisticsshow. In 2014, there were 205,486; that numberrose to 228,227 in 2018.

During that same time, collisions resultingin injuries increased by 18%, from 37,556 in2014 to 44,508 in 2018. Overall injuries are alsoup during those five years, by about 9,458.

Pedestrian deaths in the city are down over-all, from 140 in 2014 to 111 last year. Total traf-fic deaths decreased from 259 in 2014 to 200 in2018.

The de Blasio administration attributed thelower death rate to steps the city has taken aspart of its Vision Zero project, which was de-signed to eliminate all traffic deaths. The pro-gram has included renewing the legality ofspeed-enforcement cameras and expanding bikelanes and bike-share services.

Transit advocates say more cars and more

congestion are leading to a higher number ofcrashes.

“As the city has become more congested, youhave more blocked intersections and more irri-table drivers,” said Transportation Alternativesspokesman Joe Cutrufo. “You have more ten-sion on the streets so, of course, you’re going tohave more crashes.”

One cause of congestion is a sharp increasein both private and for-hire car registrations,said AAA spokesman Robert Sinclair. Between2012 and 2017, private-car registrations in thecity increased by 146,000 and there are now52,000 more for-hire vehicles.

Department of Transportation officials saidthat, overall, city streets are still safer, despitethe higher crash count.

“Traffic fatalities are at record lows, even asNew York City’s population and tourism – alongwith its number of pedestrians and cyclists –have increased to record highs,” said a DOTspokesperson. “Conditions are measurably saferfor the most vulnerable street users.”

Source: New York Post

NYC TRAFFIC INJURIES RISE DESPITE DROP IN FATALITIES

Police say a bicyclist died after he struckan open taxi door and was tossed into oncom-ing traffic. Police say Hugo Alexander SintoGarcia was unconscious in the roadway withhead and body injuries after a car hit himshortly before 6:00am on January 1, in theGreenwood Heights section of Brooklyn. Hewas pronounced dead at NYU Langone Hos-pital-Brooklyn.

Police say the 26-year-old Brooklyn manwas on an electric bike when he collided withthe open door of a parked 2009 taxi. They sayhe was thrown into oncoming traffic and wasstruck by a car driven by a 53-year-old man.Police say the operators of both vehicles re-mained on the scene.

A safe-biking advocacy group says thedeath illustrates the need for more bikelanes.

Source: PIX11

BROOKLYN BICYCLIST STRIKESOPEN CAB DOOR, DIES

A one-year-old boy who fell unconscious dur-ing a taxi ride with his parents died in theBronx, in December, according to police. DarwinGonzalez-Santana’s panicked parents called 911after their child became pale and stoppedbreathing as the cab rolled down UniversityPlace near University Heights High School inthe South Bronx.

Responding police performed CPR on thechild and rushed him to St. Barnabas Hospital.Darwin passed out about three miles from hishome on Montgomery Ave. in Highbridge, offi-cials said. It was not immediately disclosedwhere the family was heading when 911 wascalled. No injuries were found on the child, au-thorities said.

Source: Daily News

ONE-YEAR-OLDBRONX BOY

MYSTERIOUSLY DIES IN TAXI

BABY GIRLBORN IN BACK

SEAT OF YELLOW CAB

MAN GETS 12YEARS FOR HAILINGCAB WHILE WOMANDIED IN CAR FIRE

New York’s rush hour traf-fic was even crazier thanusual on January 8, when a33-year-old woman gave birthto a baby girl in the back seatof a yellow cab, police said.NYPD responded to a call at7:55am and found that thebaby had been born at the in-tersection of East 70th Streetand Second Avenue on thecity’s Upper East Side.

EMS transported momand baby to New York-Presby-terian/Weill Cornell MedicalCenter, where both were re-ported in stable condition.

Source: USA TODAY

A driver accused of crash-ing on a New York City high-way and fleeing his car whilehis passenger burned todeath was sentenced to 12years in prison in January.Saeed Ahmad was sentencedafter pleading guilty tomanslaughter in the October2017 crash on the Brooklyn-Queens Expressway.

Police say the 24-year-oldBrooklyn man lost controland crashed into a barrier.They say he fled the vehicle,leaving his date – 25-year-oldHarleen Grewel – strandedin the front passenger seat asthe car burst into flames.Prosecutors say Ahmad thengot into a cab and left with-out calling 911 or alertinganyone that a victim was inthe car. She was pronounceddead at the scene.

Ahmad was arrestedlater that day. His blood al-cohol tested above the legallimit. Source: Channel 6 Action News

VISIT:WWW.TAXILIVERY

TIMES.COM

Meera Joshi, Chairwoman of the New York CityTaxi and Limousine Commission (TLC), plans to stepdown in March, Mayor Bill de Blasio announced in Jan-uary. While the mayor praised Joshi in his announce-ment, her departure comes on the heels of theirdisagreement over the state’s passage of a congestionsurcharge for taxis and For-Hire Vehicles (FHVs) inManhattan. Joshi publicly expressed concern about theeffect the fee would have on the taxi industry, while themayor supported the charge as a means to improve traf-fic.

Joshi and City Hall also butted heads last July overimplementation of a minimum-wage study for app-based drivers that the mayor’s office felt was beingpushed through too quickly, in light of the troublesbeing faced by yellow cab drivers. The recently passedminimum wage rule is considered one of her signatureaccomplishments.

“I don’t know if there’s ever been a better commis-sioner at the TLC or anywhere else,” said Manhattanborough president Gale Brewer. She cited, in particular,the extensive trip data the TLC collects from Uber andother app-based services, which has allowed the agencyto formulate groundbreaking policies for the companies.

Joshi will be leaving amid a series of dramaticchanges for the industry. She had been expected to pre-side over the implementation of those measures thisyear. Since Uber’s rise in 2014, the yellow-cab industryhas been wracked by an 80% decline in the value ofmedallions. Joshi has been trying to stabilize the indus-try, which has also been devastated by eight driver sui-cides within the past year and a half.

“Commissioner Joshi’s tenure was marked by suchprogressive innovations as the protection and enhance-ment of driver earnings, citywide access to for-hire serv-ices for persons with disabilities, a 50% reduction offatalities in crashes involving taxis and for-hire vehiclesin the last year, [and] significant advances in consumerprotections,” according to a press release from themayor, which also credited her with creating the first“pathway to the effective management of congestionand environmental impact relating to TLC-licensedservices.”

“In this unprecedented period of growth, Meera hasbrought about equally unprecedented and vital changethat will serve as a model for cities throughout the na-tion and the world,” de Blasio said. “Under her leader-ship New Yorkers who use wheelchairs can get service,passengers are assured that every driver and vehicle issafe, our city has detailed records of the 1 million dailytrips and New York City is the only place where appdrivers have pay protection. She will leave an unparal-leled legacy and has raised the bar for good govern-ment. I am grateful for her service.”

In the release, Joshi thanked “a skilled and princi-pled TLC staff, a commission dedicated to doing theright thing and engaged industry members and advo-cates. Through public debate and data we increased ac-countability, safety, access, modernized taxi regulation,protected drivers and increased consumer protections.”

Although no successor has been chosen, City Hallpromised a decision “in the coming months.”

Source: Crain’s New York Business

TLC’S CHAIRWOMAN JOSHI TO STEP DOWN IN MARCH

En el mes de enero, el alcalde Bill de Blasio anunció queMeera Joshi, presidenta de la Comisión de taxis y limusinas(Taxi and Limousine Commission, TLC), de la ciudad de NuevaYork, dejará su cargo en el próximo mes de marzo. Si bien elalcalde elogió a Joshi al hacer el anuncio, su partida tiene lugarcon posterioridad al desacuerdo sobre la aprobación, por partedel estado, de un recargo por congestión para taxis y vehículosde alquiler (For-hire Vehicles, FHV) en Manhattan. Joshi man-ifestó públicamente su inquietud sobre el efecto que esta tarifapodría tener sobre el sector de los taxis, mientras que el alcaldedestacó su apoyo al recargo como manera de mejorar el trán-sito.

Joshi y el Ayuntamiento también tuvieron posiciones en-contradas en el último mes de julio respecto de la imple-mentación de un estudio de salario mínimo para conductoresque trabajan con aplicaciones que, en opinión del alcalde, se es-taba impulsando con demasiada rapidez, en vista de los incon-venientes a los que deben hacer frente los conductores de taxisamarillos. La regla de salario mínimo, recientemente aprobada,se considera uno de sus logros distintivos.

«Realmente, no sé si alguna vez hubo un mejor delegado enTLC o en algún otro lugar», manifestó la presidente del distritode Manhattan, Gale Brewer. Ella citó, en particular, los ex-haustivos datos adicionales que TLC recopila de Uber y otrosservicios que trabajan con aplicaciones, lo que le ha permitidoa la agencia formular políticas innovadoras para la empresa.

Joshi dejará su cargo en medio de una serie de drásticoscambios para el sector. Se esperaba que esté al frente de dichasimplementaciones durante este año. Desde que Uber incre-mentó su presencia en el año 2014, el sector de los taxis amar-illos ha sufrido una reducción del 80 % en el valor de suslicencias. Joshi ha intentado brindarle cierta estabilidad al sec-tor, que, también, se vio afectado seriamente por el suicidio deocho conductores en el último año y medio.

«El mandato de la delegada Joshi se caracterizó por ser tes-tigo de grandes innovaciones, como la protección y la mejora delos ingresos de los conductores, el acceso en toda la ciudad aservicios de vehículos de alquiler para personas con discapaci-dades, una reducción del 50 % en las muertes por accidentescon participación de taxis y vehículos de alquiler en el últimoaño, y avances significativos en la protección de los consumi-dores», según se informa en el boletín de prensa del alcalde,que también le dio los créditos pertinentes por crear la «primeraruta para el manejo eficiente de las congestiones y el impactoambiental relacionados con los servicios de vehículos con licen-cias de la TLC».

«En este gran periodo de crecimiento, Meera ha logrado im-plementar cambios fundamentales y sin precedentes, queservirán de modelo a otras ciudades del país y del mundo», ex-presó de Blasio. «Bajo su liderazgo, los neoyorquinos que usansillas de ruedas pueden acceder al servicio, se les asegura a lospasajeros que todos los conductores y vehículos son seguros,nuestra ciudad cuenta con registros detallados del millón de vi-ajes que se realizan a diario y la ciudad de Nueva York es elúnico lugar en el que los conductores que trabajan con aplica-ciones cuentan con protección paga. Joshi dejará atrás unlegado sin precedentes y ha elevado el nivel de referencia re-specto de lo que es un buen gobierno. Estoy agradecido por suservicio».

En la publicación, Joshi agradeció «al personal capacitadoy ejemplar de la TLC, a la comisión que se dedica a hacer locorrecto y a los comprometidos miembros y defensores del sec-tor. A través del debate público y los datos, hemos logrado au-mentar el nivel de responsabilidad, la seguridad y el acceso,modernizamos las reglamentaciones inherentes a los taxis, pro-tegimos a los conductores e incrementamos las protecciones alconsumidor».

Si bien no se ha designado todavía un sucesor, el Ayun-tamiento prometió tomar una decisión en «los próximos meses».

Fuente: Crain’s New York Business

JOSHI, PRESIDENTA DE LA TLC, DEJARÁSU CARGO EN EL MES DE MARZO

LIVERY NEWS12 • TAXI & LIVERY TIMES • FEBRUARY 2019

Police are looking for the man wanted in connection to apattern of Livery driver robberies in the Bronx. Police re-sponded to at least three robbery reports from Dec. 24 toDec. 30. In all three incidents, an unidentified man haileda Livery vehicle and requested to be taken to locations inEdenwald and West Farms, police said.

When the Livery vehicle approached the destination, theman brandished a handgun and demanded money from thedrivers, according to cops. He got away with about $270 incash in total, police said. No injuries were reported.

The suspected thief is described as 20 to 30 years old,with a muscular build. He was last seen wearing a blackbubble jacket, a Chicago Bulls baseball cap, black sweat-pants and red sneakers. An image of the alleged assailantcan be viewed at: https://pix11.com/2019/01/09/armed-thief-sought-in-livery-cab-robbery-pattern-in-the-bronx-police/

Police are asking for tips, which can be submitted bycalling Crime Stoppers at 1-800-577-TIPS (8477), visitingwww.nypdcrimestoppers.com or texting 274637 (CRIMES),then entering TIP577. Spanish-speaking callers can dial 1-888-57-PISTA (74782).

Source: PIX11

STRING OF LIVERY DRIVERS ROBBEDAT GUNPOINT IN THE BRONX

The NYPD is investigating a report that a Liverydriver was beaten and robbed at a townhouse complexin Greenridge, NY. The incident allegedly occurredaround 10:40pm on January 2, at the 500 block of IlyssaWay, according to a spokesman for the NYPD’s DeputyCommissioner of Public Information.

The 58-year-old male driver was told by a dis-patcher to pick up a customer at that location in theAspen Knolls development, according to police and pub-lic records. The driver said that two unknown malespunched him in the face, knocked him to the ground,took his wallet containing about $800 and fled on foot.

No arrests have been made in the incident. Source: SILive

LIVERY DRIVER ROBBEDON SOUTH SHORE

La policía busca al sospechoso relacionado con una serie derobos a conductores de vehículos de alquiler en el Bronx. La policíarespondió a, al menos, tres denuncias de robo que tuvieron lugarentre el 24 y el 30 de diciembre. En los tres incidentes, un hombreno identificado detuvo a un vehículo de alquiler y pidió que se lolleve a ubicaciones en Edenwald y West Farms, de acuerdo con lapolicía.

Cuando el vehículo de alquiler estaba llegando a destino, elhombre blandió un arma de fuego y le exigió dinero a los conduc-tores, según informaron los uniformados. Logró escapar con unosUSD 270 en total en efectivo, señaló la policía. No se informaronlesiones.

Se estima que el ladrón sospechoso tiene de 20 a 30 años deedad, y contextura robusta. Cuando se lo vio por última vez, llev-aba puesta una campera de abrigo negra, un gorro de béisbol delos Chicago Bulls, pantalones deportivos y calzado deportivo rojo.Se puede ver una imagen del presunto agresor en:https://pix11.com/2019/01/09/armed-thief-sought-in-livery-cab-robbery-pattern-in-the-bronx-police/

La policía busca todo tipo de pistas. Si tiene alguna, co-muníquese con Crime Stoppers al 1-800-577-TIPS (8477), ingreseen www.nypdcrimestoppers.com o envíe un mensaje de texto alnúmero 274637 (CRIMES) e ingrese la frase TIP577. Si es his-panohablante, puede llamar al 1-888-57-PISTA (74782).

Fuente: PIX11

CADENA DE ROBOS A PUNTA DE PISTOLAA CONDUCTORES DE VEHÍCULOS DE

ALQUILER EN EL BRONX

El Departamento de Policía de Nueva York (NYPD) inves-tiga una denuncia en la que se informa que un conductor de ve-hículo de alquiler fue golpeado y robado en un complejo de casasen Greenridge, Nueva York. Presuntamente, el incidente tuvolugar alrededor de las 10:40 p. m. del 2 de enero en la cuadra500 de Ilyssa Way, de acuerdo con la declaración emitida porla oficina del subinspector del NYPD, encargada de brindar in-formación pública.

El operador le indicó al conductor masculino de 58 años querecoja a un cliente en una ubicación en la urbanización deAspen Knolls, según informa la policía y consta en los registrospúblicos. Conforme a lo que informó el conductor, dos sujetosmasculinos desconocidos lo golpearon en la cara, lo tiraron alsuelo y tomaron su billetera, con unos USD 800. Luego,huyeron a pie.

No se han realizado detenciones por el incidente. Fuente: SILive

ROBO A CONDUCTOR DE VEHÍCULO DEALQUILER EN SOUTH SHORE

FOR BREAKING NEWS!


&


LIVERY NEWS


FEATURE

• Don’t buy gas when there’s a deliverytruck at the station. Recent deliveries stirup sediment, which can clog your fuel fil-ter.• Annual tune-ups and inspections are

vital. Check your vehicle’s owner’s man-ual for recommended maintenance inter-vals and be sure to inspect suspensionand chassis parts for possible misalign-ments. Problems such as bent wheels,axles, bad shocks and broken springs allcreate engine drag (and are unsafe whentraveling at high speeds).• Avoid overfilling your gas tank, which

can cause spills and waste. Never fill thegas tank past the first “click” of the fuelnozzle.• After filling up, make sure the gas cap

clicks three times. Improperly sealed gascaps allow fuel to vaporize. Track localgas prices with GasPrices.AAA.com andkeep posted on day-to-day price changes.• Properly inflated tires are safer, last

longer and can improve your gas mileageby more than 3% per tire. Check your tirepressure at least once a month and com-pare it with the recommended pressurelisted in your owner’s manual and on theplacard in your car door. Inflate yourtires as needed and be sure to check tirepressure when your tires are cold. A goodtime to check is early in the morningafter your car has been idle overnight.• Gas stations near major highways often

charge more for gas because land is gen-erally more valuable in these locations,increasing overhead costs. Those highercosts are passed on to consumers. Beforea road trip, fill up at your local station. Ifyou must fill up near the highway, trystations near state border lines, whichtend to price their gasoline less aggres-sively. Find the best gas prices along yourroute with the AAA Mobile app.• Save money with self-service whenever

possible and choose to pay in cash if thereis an extra charge to use a credit card.• Keep your eyes open for good prices

at the pump. You could even apply for acredit card, which offers gas savingswhen using the card for purchases.• To reduce fuel consumption, keep win-

dows closed when traveling at highwayspeeds. Open windows cause aerody-namic drag.• Think ahead when approaching hills.

Only accelerate before you reach the hill,not while you’re on it.• Slow down! Although vehicles reach

their optimal fuel economy at differentspeeds, gas mileage usually decreasesrapidly over 60 mph.

• Both acceleration and decelerationwaste fuel. Try to drive at a constantspeed and avoid tailgating. Don’t followother drivers too closely. The driver infront of you could be unpredictable, mak-ing you brake or speed up more than nec-essary. Plus, it’s dangerous.• Use cruise control when possible. The

small, more precise adjustments made bythe car’s cruise control system will keepyour speed constant and save you fuel.• Even on cold mornings, avoid warming

up your engine at idle. Today’s cars are de-signed to start and go, saving you gas.• If you have a manual transmission,

don’t keep your left foot on the clutch pedalwhile driving. The slightest pressure putsmechanical drag on components, wearingthem down prematurely.• Avoid driving along rough roads when-

ever possible.Dirt and gravel can cost youup to 30% of your gas mileage.• Use alternate roads when they prove to

be safer, shorter and straighter. Corners,curves and lane jumping all require extragas. The shortest distance between twopoints is always a straight line. • Traffic lights are generally timed for

your motoring advantage. By travelingsteadily at the legal speed limit, you in-crease your chances of getting more greenlights throughout your trip. Pay attentionto the lights on your daily commute andtry to anticipate whether they’ll turngreen or red by the time you get there.• Park your car so that you can easily

travel in forward gear when you return to it.• Remove snow tires during good

weather seasons; traveling on deep tiretreads hurts your fuel economy.• Operating the air conditioner on the

maximum level can reduce your mpg by5 to 25%, compared to not using it. Try topark your car in the shade so you won’thave to work the AC as hard. Turn off theair conditioning five minutes before youreach your destination.• Remove excess weight from the trunk

or interior, like extra tires, child seats,unnecessary heavy parts, etc. Extraweight reduces mileage, especially whendriving up inclines.• On large sport-utility vehicles and

minivans, one of the simplest gas saving tipsis to remove unneeded third-row seating.Some third-row seats weigh over 100pounds. This is extra weight your enginehas to deal with, which can waste gas.• Combining errands into one trip saves

you time and money. Several short tripstaken from a cold start can use twice as

much fuel as a longer multi-purpose tripcovering the same distance with a warmengine.• In bad traffic jams, you may notice that

trucks tend to roll along at a leisurely pace.A constant speed keeps shifting to a min-imum, which is important if you have a10-speed truck transmission, but it alsoaids fuel economy. It takes much morefuel to get a vehicle moving than it doesto keep it moving.• Idling burns one gallon of gas per hour

and will earn you zero mpg. Turn off yourengine when your car is just sitting.You’ll not only save fuel, but you’ll alsohelp the environment by not releasingmore emissions from your car than nec-essary.• Wax your car and keep it clean. It re-

duces aerodynamic drag, providing bettermileage.• Walk between stops.Once you get into

town, some of your stops may be neareach other. Park between some or all ofthem and walk or park in the first spotyou find. You’ll use more gas if you wan-der all over the parking lot looking for areally close parking space. • Track your mileage in real time. You

may know your consumption from tank-to-tank, but knowing the mileage you’regetting in real time and comparing it towhat you got previously is one of the mostuseful gas saving tips you can practice.• These days, many offices offer more

flexible hours. Avoid being stuck in trafficif all you have to do is leave 30 minutesearlier or come in 30 minutes later.• Try to purchase vehicles that get good

gas mileage. The difference between 20and 40 mpg is momentous for your wal-let.• Don’t use premium fuel if it’s not nec-

essary. If your car specifies regular fuel,don’t buy premium thinking your enginewill run better. Most cars are designed torun just fine on regular gasoline. Checkyour owner’s manual to find out whatgrade your car requires.• Use your garage. Parking there will

help your car stay warm in winter andcool in summer, so you don’t have to de-pend as much on your air conditioningwhen you drive.• Try to avoid traffic on busy days or

times when it is raining, windy or baro-metric pressure is high. Rain and highbarometric pressure create extra air dragthat uses more fuel to create and main-tain forward motion.

Source: AAA

TIPS FOR SAVING GASThere are tons of tricks you can utilize to

maximize your miles per gallon. The followinggas-saving tips will save you money and reducethe amount of times you’ll need to visit a gas sta-tion each month.


In April 2018 the New York StateTax Law was amended to impose aCongestion Surcharge on Taxi andFor-Hire Vehicle (FHV) trips thatbegin, end or pass through Manhat-tan, south of 96th Street. According toArticle 29-C of the Tax Law, the Stateof New York will assess a CongestionSurcharge of $2.50 per trip for yellowtaxis and $2.75 per trip for FHVs. ForShared Rides the surcharge is reducedto 75 cents per passenger.

The surcharge does not apply if thetrip does not start and end in NewYork State. Proceeds from the Conges-tion Surcharge will be used to fund theMetropolitan Transportation Authority(MTA), the City’s subway system, MTAfacilities and the general operating andcapital costs of the MTA.

According to Section 1299-B of theTax Law, any company that dis-patches a motor vehicle by any meansthat provides transportation shall beliable for the surcharge. In the case oftaxicab trips the taxicab owner is li-able and in the case of HAIL vehicletrips (green taxis) the HAIL base is li-able for that tax.

While the law requires that theCongestion Surcharge be passed ontothe passenger, the reality is that thelaw as currently written is inherentlyinequitable as it pertains to the Liveryindustry. In its rush to pass the Con-gestion Surcharge, the state legisla-ture and the governor ignored thelaw’s impact on over 300 Livery basesand approximately 15,000 Livery driv-ers. Here is how the law is imbalancedand will cause massive losses to hun-dreds of Livery bases: The CongestionSurcharge law requires a fee to beadded to rides below 96th Street inManhattan. The financial responsibil-ity of remitting the money to the staterests on the bases, not the drivers.This fits perfectly with companies likeUber and Lyft because they collect thefee from the passenger through theirapps. It also fits the Black Car sector’sbusiness model because they collectthe fee from the passenger, eitherthrough an app or via a voucher paidby the customer, which often is a cor-poration. All of these companies re-ceive payment for service from the

customer on a non-cash basis. Thedriver earns money by being paid apercentage of each fare from the base.

On the other hand, the law is com-pletely incompatible with the Liverybase model. In the Livery industry, thedriver pays the base a weekly fee andin exchange, the driver keeps 100% ofthe fare paid by the customer. The fareis typically paid by the customer incash to the driver and the driver doesnot pay any of it over to the Liverybase. The Livery base does not collectany fees directly or indirectly from thepassenger. Thus, the Livery base iswholly dependent upon the driver forcharging the passenger the congestionfee, collecting the fee and then payingit over to the Livery base. If the Liverydriver does not collect the congestionfee from the passenger or does not payit over to the Livery base, the law stillmakes the Livery base liable for thepayment of the congestion fee.

Since Livery drivers are independ-ent contractors, a Livery base has ab-solutely no authority to mandate thatthe Livery driver collect the congestionfee from the passenger and no abilityto mandate that if such fee is collectedthat it be paid over to the Livery base.So how is the Livery industry supposedto comply with the law? The answer: Itcannot comply with this law unless itpays the fee out of its own profits. Thisis not the intent or purpose of the law.The specific intent of the law is to passthe cost to the passenger. Yet, the lawcarries not a single provision protect-ing Livery bases against drivers whorefuse to collect the congestion fee frompassengers and/or who refuse to paythe base for the congestion fee.

This anomaly cannot be left tostand. It would cause a further deteri-oration of the Livery industry, whichis already operating on very slim mar-gins. Many Livery bases are alreadyon life support and simply cannotwithstand further costs, which werenever intended to be paid by the Liv-ery base owner.

While the Congestion Surchargewas set to go into effect on January 1,2019, on December 20, 2018, a lawsuitwas filed against the State and City ofNew York by a taxi industry coalition,

which argued that the law discrimi-nates against them. A Justice of theSupreme Court has since issued a tem-porary restraining order preventingthe Congestion Surcharge from goinginto effect pending a further hearing.By the time this article is read, theCourt will likely have already decidedif the Congestion Surcharge should gointo effect pending the outcome of thelawsuit or if an injunction should be is-sued preventing the state from enforc-ing the law until the court case isresolved.

To make matters worse, the con-gestion fee was enacted under thefalse pretense of reducing congestionin Manhattan. In reality, the sur-charge is just another source of fundsfor the typically cash-strapped MTA.It is one thing to enact laws that makeit more burdensome to operate a busi-ness, but it is another issue altogetherwhen it is impossible to comply withthe law as it was written. Making Liv-ery base owners pay the surcharge de-feats the intent and purpose of thelaw.

When Livery bases go out of busi-ness, due either to an inability to paya fee that should not be their burdenor are shut down by the state for fail-ure to comply with the law, it is theresidents of Northern Manhattan andthe outer boroughs, who have long re-lied on local liveries to get around, thatwill suffer most.

Who benefits from a law that can-not be complied with? The answer: Noone. Amending the law to make theLivery driver who collects the conges-tion fee liable to pay the state willhave no negative financial implicationto the state. In the alternative, ex-empting a Livery base from paying thesurcharge when it can prove that itmade a good faith effort to collect thecongestion fee from the driver will bemore in line with the intent and pur-pose of the law. In either event, if thelaw is not amended the state will havegone a long way towards destroyingsmall Livery businesses. For the stateto take no action at all will lead to theextinction of the Livery industry andfewer transportation options for NewYorkers.

FEATURE

BY STEVEN J. SHANKER, ESQ.

Steven J. Shanker, Esq. is General Counsel to the Livery Roundtable,Inc. and the New York Independent Livery Driver Benefit Fund.

CONGESTION SURCHARGE AND ITSEFFECT UPON THE LIVERY INDUSTRY


IATR OUTLOOK

By MatthewW. Daus, Esq.

SOCIO-ECONOMIC IMPACTS OF AUTOMATED AND CONNECTED VEHICLES:E.U. - U.S. Transportation Research Symposium & Report

Continued on page 34

On June 26-27, 2018, a symposium onSocio-Economic Impacts of Automated andConnected Vehicles was held in Brussels,Belgium, hosted by the European Commis-sion and in partnership with the U.S. De-partment of Transportation and theTransportation Research Board (TRB) of theNational Academies of Sciences, Engineer-ing, and Medicine (the Academies). This wasthe sixth annual symposium sponsored bythe European Commission and the UnitedStates. It brought together high-level ex-perts to share their views on the socio-eco-nomic impacts of connected and automatedvehicles and shared mobility (CAVSM). Inthe spirit of fostering cross-cultural collabo-ration in research and deployment, partici-pants discussed challenges andopportunities arising from the dissemina-tion of CAVSM and innovative approachesto mitigate any negative socio-economic im-pacts.

To develop a focus for the symposium, aplanning committee was jointly created bythe European Commission and TRB; mem-bers of the committee provided expertise ininnovative mobility systems and solutions,economics and welfare, safety and security,privacy and data protection, land use andtransport planning, and equity issues. I wasproud to be one of four members selected bythe TRB and the US DOT to represent theUS as a transportation technology expert,especially on the issues of transportationregulation, data access & privacy, andlabor/employment law impacts. My col-league from U.C. Berkeley, Professor SusanShaheen, co-chaired the symposium, repre-senting the U.S. team, along with her coun-terpart from the EU, Professor BarbaraLenz, of the Transport Research Institute atthe German Aerospace Center in Berlin.

I was very involved in every aspect ofthe deliberations surrounding the behaviorand impacts of stakeholders. It is rare thatresearch needs to be focused on stakehold-ers, as typical transportation research topicsusually involve data analysis, model-ing, policy-making and other quanti-tative, as opposed to qualitativeaspects. However, the deployment ofCAVs is critically reliant on the behav-ior of the numerous public and privatestakeholders, the latter of which in-cludes many industries and entitiesengaging in partnerships or joint ven-tures, cross-investment strategies, andpersonnel moves that highlight the in-cestuous relationships between tech-nology companies, mobility providersand auto manufacturers.

To date, research has mostly focused onthe technology aspects of CAVs, with littleor no emphasis placed on whether citizensand passengers will accept this new technol-ogy, whether congestion will actually be mit-igated to further sustainable transportationgoals, and whether our most vulnerable cit-izens in underserved or low-income areas,or the disability community, will even haveaccess to such services. That is why thisproject is and will be so important to guidingthe research that should facilitate the suc-cessful deployment of CAVs.

Ultimately, these discussions resulted inthe formulation of problem statements andidentified research topics for EU-U.S. collab-oration. The published report was releasedat a TRB workshop on Sunday, January 13,2019 in Washington, D.C., where I reportedon the stakeholder issues, engaged in paneldiscussions and organized breakout focusgroups on the stakeholder topic. The finalreport summarizes the discussions held atthe Brussels event, followed by EU-U.S. po-tential research topics on the socio-economicimpacts of CAVs, and can be accessed at thislink on the TRB website:http://onlinepubs.trb.org/Onlinepubs/conf/cp56.pdf

This article will briefly summarize thefindings of each topic area but will firstdelve slightly deeper into the stakeholderissue to provide a more in-depth example ofhow research issues and purposes wereidentified and will be tackled in the comingyears.

Purpose and Scope ofthe Symposium & Report

In a time of great disruption and uncer-tainty in the transportation landscape,there is a need to understand the impacts ofCAVs and create research programs to ex-plore them. The symposium was designed toidentify similarities and key differences be-tween the United States and Europe and todevelop potential research topics to addressthem. Ultimately, the Symposium was seek-

ing to explore how CAVs may prove benefi-cial or not in achieving common societal, en-vironmental, and economic goals, and toidentify pathways that will alleviate unin-tended consequences.

Four topics – and the specific implica-tions of CAVs have on each topic – were ex-plored. They were: freight transport; placeswhere people work, live, and play; people’sbehavior; and stakeholders’ role and atti-tude. Four “transversal themes” were alsoidentified so that each exploratory topiccould be examined from the perspectives ofeconomics and welfare, equity, data accessand privacy, and safety and security.

Who Are the Stakeholders and What Do They Do?

CAVs are bound to influence a widerange of stakeholders who are expected toreact and contribute to shaping policy andCAV regulatory frameworks. Stakeholdersmay include public and quasi-public enti-ties, users and impacted non-users, au-tomakers, private mobility companies, andtechnology companies. Some examples in-clude: public and quasi-public entities (gov-ernment transport agencies, airports andeconomic development/tourism boards);users or impacted people/entities (drivers,bicyclists, pedestrians, interest groups anddisabled populations); automakers (OEMs,car dealers, advertising industry); privatemobility companies (Transportation Net-work Companies – TNCs, bike share, micro-transit and professional for-hire vehicle andtaxicab drivers); and technology & relatedcompanies (internet providers, big data/soft-ware or platform providers, insurance andtelematics companies, or niche providers –like taximeter manufacturers).

Each category is likely to react accordingto their goals and interests, with public au-thorities devising regulations and adjustingthe market accordingly. Much time wasspent in playing out two scenarios – highregulation versus low regulation. In a “lowregulation and high market force” scenario,

regulators will choose to offer minimalintervention for the provision of mobil-ity services. While this may result ininnovative private services, these serv-ices may not meet the needs of all seg-ments of society and could lead to anincrease in safety hazards. A low reg-ulation transport system would rely onprivate competing mobility serviceswith privately owned AVs. Publictransportation could be reduced, whileCAV systems would feature a fancyassortment of traveler services.


Private mobility services are not likelyto be the most equitable in a “low regula-tion” environment – as they may not be af-fordable or accessible for all. As a result,differentiated levels of service may becomecommon. Service providers, meanwhile, willlikely collect tremendous amounts of bigdata on the mobility of their customers,which could allow for systematic profilingpractices. In this scenario, no anonymity orprivacy would be guaranteed to travelers –while no open data access would be in place.

In a “high regulation” scenario, toomany stringent regulations may stifle inno-vation, yet extensive regulations could bemore conducive to the goals of increasingsafety and improving mobility for all. In thisscenario, the transportation system mayrely mainly on public transport, which in-cludes demand-responsive and CAV-basedmass transit services. Significant changesin the workforce will most likely take place,albeit at a slower and more deliberate pacethan with a low regulation scenario. Thiswill result in a decrease in for-hire vehicledrivers and an increase in the personnelneeded to develop and operate CAV-basedpublic transport services. Although it maybe easier under a high regulation scenarioto ensure basic transport services to all peo-ple in all regions, the difference in mobilitybetween the affluent and the rest of societyis likely to remain significant. Where publicCAVs are the main mode of transport, mo-bility data will be owned by public authori-ties, making it possible to ensure theprivacy and anonymity of travel for at leastsome services, while user identification maybe inevitable for others. Lastly, in the realmof safety, smaller traffic volumes (in termsof the number of vehicles), are likely to re-duce crash exposure and therefore the asso-ciated crash risk for all users.

The general impressions or conclusionsformulated during the symposium on thestakeholder issues are as follows: More com-monalities exist between the US and EU onthe issues of economics/workforce andsafety/security issues than for equity anddata access/privacy. The transportationecosystem is expanding with CAVs, and thenumber of stakeholders is proliferating. Pri-

orities involve understanding and address-ing shifting concepts of ownership, controland/or responsibility among various stake-holders.

Just to highlight one issue where thereis a clear difference of approach on the reg-ulatory side with the treatment of stake-holders, below is a sample problemstatement with suggested research topics inthe realm of stakeholder data access andprivacy.

Problem Statement: Data Collection/Protection Methods & Tools

There is a need to review and further de-velop data protection methods, tools andguidance enabling the public sector to iden-tify data requirements and datasets forCAV-based transport operations, to assessdata quality and the ethics of third-partydata collection/analysis.

Research Purposes/Topics: Study pub-lic versus private data sharingprotection/access best practices; Assess databreach and cybersecurity attack risks anddevelop a code of conduct assigning rightsand responsibilities among various stake-holders; and explore and compare regula-tory strategies between the US (FederalTrade Commission and State Attorney Gen-eral enforcement efforts) and the EU, wherethe GDPR – General Data Protection Regu-lations – are being implemented and wouldapply to a CAV paradigm.

Freight – Impacts on People This topic focused on both long-haul

goods transportation and urban/regional de-livery. Long-haul and urban delivery pres-ent fundamentally different challengeswhen designing a “world of road automa-tion.” With a low regulation scenario, aquick adoption of automation and the nec-essary upgrading of road infrastructurewould occur, with most logistic providers re-lying on automated truck fleets and supplychains, while the workforce (e.g., truck driv-ers), would require a large investment fromthe state and may negatively affect the com-petitiveness of small and independenttrucking and distribution companies. Moreon-road shipments are likely to increasenoise and air pollution, while the quality of

life in urban areas is likely to be negativelyaffected by the dispersal of off-peak deliver-ies – calling into question issues of equity.In a “high regulation” scenario, new busi-ness models for dual use (freight & passen-ger transport combined) may emerge, andthe overall positive effects on safety and theenvironment can generate high public ac-ceptance. Also, in this regulation-driven sce-nario, specific laws could be required toallow for digital inspections and freighttransported along an automated supplychain.

Places Where People Live, Work, and PlayThis topic addressed potential land use

changes that are likely to arise under differ-ent transportation automation futures. Inthe scenario with high market forces, CAVscompletely replace traditional vehicles, witha correlating decrease in the attractivenessof non-motorized modes. With the prolifer-ation of CAVs, there would be a reduction inallocation of space for parking – leading toan increased concentration of economic ac-tivity. Retail service could become more con-centrated, which could prompt theemergence of service hubs (leading to thedisappearance of smaller service locations).

In a high regulation scenario, overalltraffic volumes are reduced and non-motor-ized modes become more attractive. Tele-commuting would become widespread,while smaller and shared CAVs may prevailin the passenger sector, while most CAVsare largely used for the movement of goods.Impacting the workforce, the reduction incommuting distances and times is expectedto generate an overall increase in populationhealth; with the downside being continuedsegregation – with well-off communitieswhere more telecommuters reside maintain-ing an advantage over areas populated bycommuters with less transportation options.

Impact of Automation on Travel BehaviorThis topic addressed the impacts on

travel behavior as a result of the automationof the transport of goods and people. Vary-ing CAV market penetration levels and pol-icy contexts are likely to deeply affect publicacceptance and mobility choices. In the lowregulation scenario, CAV services cater to a

Continued from page 32

http://www.trb.org/Publications/Blurbs/178576.aspx

UTRC Transportation Technology Chair MattDaus presents findings of Automated Vehicle

Research at the Transportation Research Boardin Washington, DC.

Chair Daus leads a breakoutsession at TRB (left), with

Monica Fainshtein, the IATR’s new Membership

Director.

IATR President Matt Daus (secondfrom left) joins in a panel discussionwith US/EU delegates (from left toright): Dalia Leven, AECOM; TimPapandreou, City Innovate; AlexKarner, The University of Texas atAustin; Alexandra Millonig, AIT

Austrian Institute of Technology; andUS Chair to the Committee, Profes-sor Susan Shaheen, University of

California, Berkeley.


Matthew W. Daus, Esq. is President, International Association of Transportation Regulators (http://iatr.global/); Transportation Technology Chair, City University ofNew York, Transportation Research Center at The City College of New York (http://www.utrc2.org/); and Partner and Chairman, Windels Marx Transportation Prac-

tice Group (http://windelsmarx.com). He can be reached at: [email protected] or 212.237.1106.

wide assortment of mobility needs, with dif-ferent vehicle sizes and models. CAV serv-ices may become very popular – due to easeof use and low costs – while demand for tra-ditional transportation modes dramaticallydecreases (leading to cuts in public trans-portation and reduction of non-motorizedmodes).

Under this scenario, just about everyoneis using CAVs, and mobility outside theurban core is almost entirely serviced bythem. However, a large-scale CAV basedtransportation system would likely have anegative impact on socio-economic dispari-ties, with “privileged” social groups receiv-ing higher priority on their trips, withothers accepting longer commute distancesand times. This scenario may also cause areduction in physical exercise and social in-teraction, having repercussions on people’shealth and well-being. In the “high regula-tion” scenario, ambitious climate and envi-ronmental goals may be developed, whichwould ultimately mean a decrease in trafficvolumes and the rise of tele-commuting.Professions in the transportation sectorwould be deeply affected by this scenario, asthe automotive industry would shift itsfocus from private transportation to sharedvehicles for special services, and to smallervehicles for goods movement.

Next Steps… What to Do With This Report?This symposium brought together some

of the best transportation minds on bothcontinents, and involved both high-level vi-sioning, as well as granular command of thepotential impacts. While it is difficult at thistime to envision the future of automationbeyond the hype we read about in the main-stream media, this exercise not only high-lighted the social problems and benefits ofthese new technologies, but the overridingissue of governance.

The private sector is sitting around de-veloping their technology and partnershipsbut is asking what the government wants itto do. Meanwhile, the government has noplan other than to remove the obstacles fortesting and to be supportive by removingregulations that may be perceived to standin the way. Basically, the government iswaiting for the private sector and there isnot enough communication going on. One ispointing the finger at the other, and in eithera low regulation or high regulation environ-ment, right now no decision is being madeon which scenario to even deploy. It mayvery well be that the technology will be morethan ready for deployment a very long timebefore the public or government may be.

The bottom line is that this reportshould be used to quickly research these is-sues so an implementation plan can be put

together by the private sector and the gov-ernment – together. The number of govern-ment agencies involved is proliferating andeach country should put one overridingagency in charge. Also, once we have a gov-ernment agency in charge, there needs to beclear and decisive leadership on the govern-ment side, and a practical dialogue to setforth best practices or international guide-lines for deployment long-term – even if var-ious conflicting models or regulatoryparadigms are tested. For example, will thestreets of urban centers be closed only toCAVs, and who will own and run the CAVs– the government (as part of an extendedmass transit system), mobility managementcompanies that privatize the function, or amix of shared vehicles owned by the au-tomakers and rented to consumers?

The various scenarios are mindboggling,but a sandbox needs to be built quickly bythe government, and all the private sectorstakeholders need to jump in and engage inprojects that are studied – not on the three-to five-year timeframe that most researchtakes but streamlined and expedited prag-matic studies to keep pace with the speed ofinnovation. The bold ideas and impacts arein the report, so now let’s put it to work im-mediately to advance CAV technologywisely for the benefit of all members of soci-ety!

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The Jazz GalleryNon-profit cultural center & perform-ance space showcasing progressive

jazz music.1160 Broadway

Bill’s PlaceJazz legends play the small no-frillsroom & you can bring your own al-

cohol. Reservations needed.148 W. 133rd St.

Zinc BarLive jazz headlines this subter-

ranean club known for its African,Latin & Brazilian rhythms.

82 W. 3rd St.

The StonePerformance venue for experimental& avant-garde music, with a differ-

ent musician curating monthly.Avenue C & 2nd Street

Jazz at KitanoIntimate spot in the Kitano Hotelboasts live music most nights,

eclectic fare & Sunday jazz brunch.66 Park Ave.

Showman’s Jazz ClubIntimate nightspot with a down-to-earth, nostalgic vibe featuring live

jazz & blues & a full bar.375 W. 125th St.

Cotton ClubLegendary supper club for jazz &

gospel, offering Southern-style din-ing & a buffet brunch.

656 W. 125th St.

55 BarModest cover charges & some

major talents make this cozy down-stairs music club a local stalwart.

55 Christopher St.

Dizzy’s Club Coca ColaUpscale, intimate jazz club in Lin-coln Center serving Southern-ac-cented fare & themed cocktails.

10 Columbus Cir.

Cleopatra’s NeedleJazz joint where admission’s free,the food’s Mediterranean & the tal-

ent includes veteran acts.2485 Broadway

Minton’s PlayhouseRevival of a famed nightclub servingup Afro-Asian-American fare, week-

end brunch & live jazz.206 W. 118th St.

Paris BluesEnduring old-school haunt for live

jazz shows in cozy digs, plus cock-tails & TVs showing sports.

163 W. 121st St.

The DjangoCavelike, Paris-inspired jazz venue& cocktail bar under the Roxy Hotel,

with live acts Wed–Sat.2 6th Ave.

Nublu ClassicLive jazz, world music & more are

presented at this compact club withits own record label.

62 Avenue C

Ginny’s Supper ClubUpdated soul food & craft cocktailsplus live music in the basement of

Red Rooster.310 Lenox Ave

Café CarlyleLuxe, mural-lined cabaret at the

Carlyle Hotel with a dress code &many celebrity appearances.

35 E. 76th St.

Jazz At Lincoln CenterThe largest theater in Jazz at Lin-coln Center’s Rose Hall was de-signed for live-music acoustics.

10 Columbus Cir.

DROMThis gypsy-themed lounge hostsglobal roster of acts, ranging from

jazz & funk to hip-hop.85 Avenue A

Bar Next Door at La Lanterna di Vittorio

La Lanterna di Vittori's next-doornook offers coffee, wine & light bites

plus live jazz nightly.129 Macdougal St.

The Cornelia Street CafeCirca-1977 Greenwich Village hang-

out with casual, all-day dining & adownstairs performance space.

29 Cornelia St.

The Flatiron RoomClassy nightspot with a vintage vibehousing a collection of 750+ brown

spirits & live jazz shows.37 W. 26th St.


THE FISHBOWL

Back in the 50s and 60s, in school, we used to do air raid drillsand duck and cover drills to protect ourselves in case of an attackby our “cold war” adversary, The Soviet Union. Whether this wasa governmental scare tactic or not, the possibility of a nuclearholocaust was a steady background presence in our lives. Onewould think that the victors of World War II would find a way toget along without the worry of mutual annihilation but that wasnot the case. Proxy wars were fought in a variety of locales, in-cluding the Middle East, Vietnam and Africa. Other skirmishesover military bases in Cuba and Turkey caused anxiety over po-tential implosions. Problematic nations were divided into two,typically one being Communist and the other described as “free.”

Fear of Communism was stoked by the pro-military elementsin and out of government. President Dwight Eisenhower warnedof “the acquisition of unwarranted influence… by the military-in-dustrial complex.” The warning went largely unheeded. With rareexception, the military budget skyrocketed to include ever moreexpensive armaments, bombs, planes and bases. It is said by someNeocons that President Reagan’s massive military budget was thecause of the demise of the Soviet Union.

It was clear back then that the Soviet Union was USA’s majoradversary with The People’s Republic of China a distant second.

In the 1970s, in the face of protests and failed trade agree-ments, the Soviet Union began to allow the emigration of Jews toUSA and Israel primarily. In the 1980s, after a period of minimalJewish emigration from the Soviet Union, the floodgates openedunder Mikhail Gorbachev and hundreds of thousands were ableto leave.

Before going any further, I should point out in the interest offull disclosure, that my ancestry is half from Kiev, the largeUkrainian city. As with many of our immigrants, the Soviet emi-gres landed in the USA and gained entry level positions due tolanguage barriers or licensing problems. A doctor in Russia, buta cab driver in New York was a lament sometimes heard. ManyRussian emigres got into the taxi business. Some were ambitious,became adept at the capitalist game as brokers, lenders, man-agers and investors. Some are still drivers. Mostly, those who leftthe Soviet Union weren’t interested in going back to visit after ataste of freedom.

Some would return on business. On those occasions, theywould regale me of tales from a Mafiya state, consisting of vio-lence, bribery, extortion and a thriving black market. Russian or-ganized crime became a real thing in the USA as well, as somehave reported that the Russian version overtook the Italian LaCosa Nostra in the 1990s.

The transition from Gorbachev’s attempts at reform to Putin’sultimate takeover and consolidation of power took 10 years.Putin’s stewardship has been marked by violence and corruption.Recently, the Russian government has successfully interferedwith democratic elections in Europe and USA. My Russian friendssay that USA has been doing this stuff for decades. Installing pup-pets in Iran, Guatemala, and South Vietnam, and CIA influencedelections elsewhere speak to that truth. Nonetheless, I don’t likeit. I don’t like it when they do it, and I don’t like it when we do it.Or am I just being naïve? When Hamas was democraticallyelected in Palestine, many Westerners were not pleased.

What I am trying to come to grips with is when Russia stoppedbeing our adversary. Up until his recent passing, John McCainrightly characterized Putin as a murderous thug. Some commen-tators have remarked that Putin’s goal is to destabilize the West,including NATO, and he isn’t too particular about the vessel forthose objectives.

Is the NRA and the Republican Party so desperate for moneyand power that they would sell their patriotic and political soulsto Putin? Or, more likely, has Putin compromised the Republicansby hacking their computers and other honeypots? Was Paul Man-

afort’s real job as campaign manager keeping the Republican con-ventioneers in line through extortion? Was the extortion madepossible with information gained through Russian hacking? DidManafort have another task, to be the go-between with Russiaand the campaign?

Some writers have said there is no distinction between Russ-ian organized crime and Putin’s Kremlin. They are intertwinedboth in their political and economic interests, and are willing toutilize whatever means possible to exert their influence.

Isn’t it interesting that some of the puzzle will be filled in byMichael Cohen, Trump’s former lawyer, who made his bones inthe taxi industry? And guess who can make the unique claim ofhaving loaned money to Michael Cohen, and having been a collegeroommate of one of Robert Mueller’s lead attorneys…

RUSSKY BUSINESSBY LARRY FISHER

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*Coverage provided through: American Transit Ins. Co., One Metro Tech, Brooklyn, NY 11201; Hereford Ins Co., 36-01 43 Ave, LIC NY11101; Global Liberty Ins Co of NY, 68 S. Service Road, Melville, NY 11747; Fiduciary Ins Co of America, 4507 Davis Street, LIC, NY 11101;Maya Assurance Co., 45-18 Court Square - Suite 502, LIC, NY 11101; Eveready, 59 Maiden Lane, New York, NY 10038.

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Larry Fisher entered the NYC transportation industry in1982 as a yellow taxi driver, and has also worked as a black

car driver. In 1987, he became a lender for ProgressiveCredit Union, then took the position of lending supervisor in2003 for Melrose Credit Union – which he held until he re-tired in 2016. Currently, Mr. Fisher is a consultant for his

own firm, LAF Consulting Services Corp. He can bereached at: [email protected].

COMMISSIONER’S CORNERBY MEERA JOSHI

Mi partida de la TLCPuede que ya hayan recibido la noticia: recientemente anuncié mis in-

tenciones de renunciar al cargo de Comisionada y Presidenta de la Comisiónde Taxis y Limusinas (Taxi and Limousine Commission, TLC) en los próx-imos meses. Ha sido un privilegio dirigir la TLC desde 2014, así como tam-bién servir en el Consejo General de la agencia previamente y estoyorgullosa de los logros de la agencia en este período. Algunos de estos logrosimportantes incluyen los siguientes:• Disminuir en un 50% las muertes relacionadas con vehículos de laTLC, durante el año anterior con la iniciativa Vision Zero. Asimismo,comenzó a exigirse que los conductores recibieran educación, lo que diocomo resultado que 110,000 conductores recibieran capacitación de Vi-sion Zero a través de un curso de 24 horas;

• Avances importantes en el sistema de recolección de datos, el cual rep-resenta una gran herramienta para la elaboración de las políticas. Esincreíble que en 2015 supiéramos solo una pequeña cantidad de infor-mación acerca de los viajes en vehículos de alquiler (For-Hire Vehicle,FHV). Actualmente, Nueva York es la única ciudad que regula los ser-vicios de aplicaciones para que proporcionen las fechas y ubicacionesde recogida y dejada de pasajeros, las fechas y horas de inicio y cierrede sesión de los conductores, los pagos de los pasajeros, así como losde los conductores, los tiempos de espera, los datos de las rutas ymucho más.

• Retiramos los reglamentos obsoletos dela industria de taxis, lo cual nos sirvió deimpulso para renovar las unidades , proveera los pasajeros con el precio anticipado delos viajes, incluir medidores de GPS y tec-nología de uso compartido entre unidadesque permite que los conductores puedanrecoger taxis cercanos. Igualmente, tam-bién se hicieron mejoras en las licenciaspara permitir que los conductores puedanpasar más tiempo en circulación o con susfamilias, en vez de quedarse esperando enalgún centro de la TLC.• Se encuentran en circulación más de2,500 taxis con acceso para sillas de ruedas(el cual es un nuevo requisito de accesibili-dad para el sector de vehículos de alquiler),se implementó el Despacho de Vehículos Ac-cesibles en toda la ciudad y se aumentó a $1por viaje el incentivo para los conductoresde taxis accesibles para sillas de ruedas;• Se implementó una protección de pagopara los conductores de aplicaciones. Estaregulación ha existido desde los años

noventa en el sector de taxis amarillos y es el primer sueldo mínimodel país;

• Trabajamos con el Concejo Municipal para limitar por un año el usode vehículos de alquiler que no fueran accesibles, mientras la TLC yel Departamento de Transporte (DOT) buscan la mejor manera de con-trolar los servicios de vehículos basados en aplicaciones para reducirel congestionamiento, así como el efecto que tiene el establecimientode tarifas mínimas por pasajero para estos servicios.

Gracias a la ética y al talento del personal de la TLC, en un trabajo con-junto con una comisión conformada por los miembros más representativosdel sector, se logró, mediante la discusión pública y los datos disponibles,actualizar los reglamentos y aumentar la responsabilidad, la seguridad, elacceso y la protección tanto para los conductores como para el consumidor.Estoy profundamente agradecida con la comunidad de la TLC, quien hizoque esto fuese posible.

Y aunque agradecemos estos logros, el suicidio, en 2017 y 2018, de ochode nuestros miembros titulares en las diversas industrias opacan todo loque hacemos. A pesar de que las circunstancias de cada uno son distintasen formas que nunca entenderemos, todas ellas nos hacen saber de las difi-cultades económicas a las que se enfrentan los conductores.

Los conductores de vehículos de alquiler lograron recientemente au-mentar su pago y limitar la cantidad de vehículos lo que representa una es-peranza para ellos. En el caso

del sector de taxis de medallón, la lucha constante ante los bancos y loslegisladores resultó ser el mejor camino para lograr la muy necesaria re-ducción y reestructuración de los préstamos para los medallones. Y en elcaso del sector de taxis verdes, la nueva fuente de ingresos que constituyeAccess-A-Ride, un programa de la Autoridad Metropolitana de Transporte(Metropolitan Transit Authority, MTA), le ha dado un nuevo impulso al sec-tor al ofrecer un mejor servicio para sus pasajeros. Es fundamental que laciudad continúe esforzándose en enfrentar los retos de la industria.

Además, en el futuro, la TLC tendrá la responsabilidad continua dehacer más para ayudar a los conductores a acceder a los beneficios y a crearun marco de reglas para los servicios de vehículos basados en aplicaciones

Leaving the TLCYou may have already heard the news, but I recently an-

nounced my plans to step down from my role as TLC Commis-sioner and Chair within the next few months. It has been aprivilege to lead the TLC since 2014, as well as to serve as theagency’s General Counsel before that, and I am proud of theagency’s achievements during this time. Some of these importantmilestones include:• A 50 percent decrease in TLC vehicle-related traffic fatalitieslast year under Vision Zero, as well as a requirement fordriver education that led to more than 110,000 drivers receiv-ing Vision Zero training through the 24-hour course.

• Significant gains in data-gathering, which are a tremendoustool in smart policymaking. It is hard to believe that as re-cently as 2015, we only knew a small amount about For-HireVehicle (FHV) trips. Today, New York City is the only city thatregulates app services to supply date and location for pickupsand dropoffs, date and time for driver log-on and log-off, pas-senger payment, driver payment, wait times, breadcrumbroute data, and much more.

• Removal of outdated regulations in the taxi industry that hasencouraged new innovation, such aspassenger-friendly upfront pricing,GPS meters and car-sharing technol-ogy that lets drivers pick up a taxinear them, as well as licensing im-provements that help drivers spendmore time on the road or with theirfamilies, rather than waiting at aTLC facility.

•More than 2,500 wheelchair accessi-ble taxis on the road, a new accessi-bility mandate in the for-hire vehiclesector, citywide Accessible Dispatchand increasing the incentives forwheelchair accessible taxi drivers to$1 per trip.

• Adding pay protection for ride appdrivers, a regulation that has existedin the yellow taxi sector since the 90sand is the first pay floor in the coun-try.

•Working with the City Council to capinaccessible for-hire vehicles for one-year, while the TLC andDOT study how best to regulate app-based services to reducecongestion going forward, as well as the impact of setting min-imum passenger fees for these services.

Thanks to a skilled and principled TLC staff, a Commissiondedicated to doing the right thing and engaged industry membersand advocates, through public debate and data we increased ac-countability, safety, access, modernized taxi regulation, protecteddrivers and increased consumer protections. I am deeply gratefulto the TLC community that made this possible.

As gratified as we are about these accomplishments, the eightsuicides of our licensees across different industries in 2017 and2018 overshadow all that we do. And while the circumstances andfactors for each were different in ways that we will never know,collectively they illustrate the economic despair that drivers aregrappling with.

For FHV drivers, recently enacted increases in pay and limitson the number of vehicles represent hope. For the medallion taxiindustry, continued advocacy with banks and lawmakers is thebest path to much needed medallion loan reduction and restruc-turing. And for the green taxi industry, the new income streamfrom MTA’s Access-a-Ride program has reenergized the sectorwhile providing better service for Access-A-Ride passengers. It isessential the City continue this important work addressing indus-try challenges.

Also, looking forward, it will be the TLC’s continuing role todo more to help drivers access benefits and formulate a regulatoryframework for the app services that effectively addresses the con-gestion threatening the city’s well-being. These initiatives are pi-oneering and must be approached with the same level of scrutiny


Commissioner Meera Joshi holds the daughter of adriver Honored at the TLC’s 2018 Safety Honor Roll.


que ayude a solucionar el problema de congestión vial que afecta al bien-estar de la ciudad. Estas son iniciativas innovadoras y es necesario abor-darlas con el mismo nivel de detalle y profundidad característico de la TLC.Pago de los conductores

Después de años de arduo trabajo, análisis riguroso y aportes por partede los grupos defensores de los conductores, este mes marca el inicio de unnuevo estándar de pago para los conductores de FHV de alto volumen. Apartir del 1º de febrero de 2019, todos los servicios de FHV de alto volumen(Uber, Lyft, Via y Gett/Juno) deben cumplir con el pago estándar aprobadopor la Junta de Comisionados de la TLC el pasado diciembre. Entre lasdisposiciones, se determinó que las bases de alto volumen deben propor-cionarles a los conductores recibos en los que se muestren el pago y las de-ducciones. Los conductores que alquilen sus vehículos deben recibir unacuerdo correspondiente por escrito y en lenguaje simple, así como los reci-bos que muestren cualquier deducción o cargo. La regulación en el pago

ha existido en la industria de taxis desdelos años noventa y establecerla en unaparte tan grande del sector de vehículos dealquiler traerá la estabilidad financiera quetanto necesitan aproximadamente 80,000conductores, a la vez que aportará cerca de$600 millones anuales a la economía de laciudad.

Si tiene dudas respecto al nuevo están-dar de pago para los conductores o si quiereusar nuestra sencilla calculadora para ver-ificar sus ganancias, visite nyc.gov/driver-pay para obtener una variedad de recursos.También puede enviar sus preguntas porcorreo electrónico a [email protected].

También nos complace resaltar que elrecargo máximo por tarjeta de crédito paralos taxis bajará a $7 diarios y $49 sem-anales, igualmente a partir del 1º defebrero. Prevemos que esto representará unahorro de $1,000 al año para los conduc-tores de taxi de flota a tiempo completo.Unidad de Protección al Conductor

Aunque agradecemos haber podido es-tablecer un reglamento de pago en el sectorde vehículos de alquiler el año pasado yhaber obtenido ganancias significativas enVision Zero y en cuanto a la accesibilidad,nuestros logros se ven opacados por el sui-cidio de ocho de nuestros titulares de licen-cia en las distintas industrias, en 2017 y2018. A pesar de que las circunstancias decada uno son distintas en formas que nuncaentenderemos, todas ellas nos hacen saberde las dificultades económicas a las que seenfrentan los conductores.

Quiero resaltar el importante trabajoque nuestra Unidad de Protección al Con-ductor ha realizado para defender a los con-

ductores y ayudarlos a acceder a los servicios e,igualmente, alentar a todos los trabajadores a que infor-men de estos servicios a todos aquellos que crean quepuedan beneficiarse de ellos. Esta unidad investiga lasquejas de los conductores con licencia de la TLC en contrade otros titulares de licencia (incluyendo a los agentes dela flota) por conductas ilegales, entre las que se incluyenrobo de identidad, cobros injustificados por el alquiler ocompras relacionadas con el vehículo o la falta de devolu-ción del depósito de garantía. Esta unidad trabaja contodos los sectores de la industria que controlamos o paralos que emitamos licencias y

sus esfuerzos han ayudado a los conductores a recu-perar más de $3.2 millones en indemnizaciones.

La Unidad de Protección al Conductor también tra-baja de forma activa con otras agencias de la ciudad paraofrecer recursos a quienes atraviesen dificultades fi-nancieras u otros problemas graves en sus vidas. Trabajaen conjunto con la Oficina de Capacitación Financierapara permitir que los conductores puedan contactar a ex-pertos que los ayuden a explorar sus opciones financieras.

La Unidad de Protección al Conductor también tra-baja de cerca con NYC Thrive, una iniciativa de la Ciudadque ofrece acceso confidencial las 24 horas del día con unpersonal especializado en atender los casos de los titu-

lares de licencia de TLC. No dude en contactar a la Unidad de Protecciónal Conductor al 718-391-5539 o por correo electrónico a través de [email protected]. Para obtener servicios de salud mental, puede con-tactar a NYC Thrive directamente llamando al 1-888-NYC WELL oenviando un mensaje de texto con la palabra “WELL” al 65173. Tambiénpuede comunicarse en línea con Thrive NYC a través de nyc.gov/nycwell.

Y como siempre, ¡conduzca como si su familia viviera aquí!

and comprehensiveness that has become the TLC’s hallmark.

Driver PayThis month signals the beginning of a new pay standard for

high-volume FHV drivers, following years of hard work and rigor-ous analysis, as well as advocacy from driver groups. Beginningon February 1, 2019 all High-Volume FHV services (Uber, Lyft,Via, and Gett/Juno) must meet the pay standard approved by theTLC’s Board of Commissioners this past December. Among its pro-visions, these high-volume bases must provide all drivers with re-ceipts that show their payments and deductions, and drivers wholease their vehicles must receive written agreements in plain lan-guage, as well as receipts that show any deductions or charges.

Pay regulation has existed in the taxi industry since the 90s,and establishing it in this mammoth seg-ment of the FHV sector will bring much-needed financial stability to almost80,000 drivers – as well as injectingabout $600 million a year into the city’slocal economy.

If you have any questions about thenew driver pay standard or want to useour easy-to-use calculator to verify howmuch you will make, please visitnyc.gov/driverpay for a variety of re-sources. You can also email any ques-tions to [email protected].

We are also pleased to highlight that,also as of February 1, the maximum taxicredit card surcharge will drop to $7daily, and $59 weekly. We anticipate thiswill save full-time fleet taxi drivers$1,000 per year.

Driver Protection UnitAs gratified as we were to be able to

establish pay regulations in the for-hirevehicle sector last year and make impor-tant gains in Vision Zero and accessibil-ity, the eight suicides of our licenseesacross different industries in 2017 and2018 overshadow all that we do. Andwhile the circumstances and factors foreach were different in ways that we willnever know, collectively they illustrativethe despair that drivers are grapplingwith.

I want to highlight the importantwork that our Driver Protection Unit hasdone to advocate for drivers and connectthem with services, and urge you tospread the word to anyone you think might bene-fit from its services. The unit investigates com-plaints from TLC-licensed drivers against otherlicensees (including fleet agents) for illegal con-duct, including identity theft, overcharging onleases or vehicle purchases, or not returning se-curity deposits. It works across all the industrysegments we regulate and license, and their ef-forts have helped drivers recoup more than $3.2million in restitution.

The Driver Protection Unit also works ac-tively with other City agencies to make resourcesavailable to those going through financial hard-ship, or experiencing other serious challenges intheir lives. It has partnered with the Office of Fi-nancial Empowerment, providing drivers with ac-cess to experts who can help them explore theirfinancial options.

The Driver Protection Unit also works closelywith NYC Thrive, a City initiative which providespeople with confidential, 24/7 access to staff mem-bers who specialize in listening to and helpingTLC licensees. Please do not hesitate to get in touch with theDriver Protection Unit at 718-391-5539, or to email them at [email protected]. For mental health services, you canreach NYC Thrive directly by calling 1-888-NYC WELL, or texting“WELL” to 65173. You can also chat online with Thrive NYC atnyc.gov/nycwell.

As always, drive like your family lives here!

A new trip pay standard for drivers in high-volumeFHV companies will begin February 1, 2019.

The Driver Protection Unit investi-gates the complaints of drivers, andconnects TLC licensees with mental

health and financial resources.


This month, we examine some of the most common causesfor accidents. By making you aware of them and offering tips,our goal is to help keep you and your passengers safe.

Distractions Create the Biggest RiskDistractions are a part of every TLC-regulated driver’s work

shift. Cell phone use, in particular, is now the largest cause ofmotor vehicle accidents in the world. It’s worth noting that lawspertaining to cell phone use are much more restrictive for FHVdrivers than the general public.• If you must use your cell phone, please pull offthe road to a safe area. (Remember all theyears you survived without a cell phone.)

•Ask frequent callers to reach you athome. Your concentration while driv-ing is essential to the safety of youand your passengers.

•The moment you get inside yourvehicle, start managing distrac-tions. This will increase yourlevel of concentration, produc-tivity and chances of avoidingaccidents.

•Distractions inside your vehicleinclude dispatchers, cell phones,GPS, the radio, passengers,newspapers, vouchers/receipts,coffee, cigarettes and food.

•Distractions outside your vehicleinclude other vehicles, pedestrians,messengers/delivery people, traffic,road conditions, construction, weather,sun glare, people soliciting at traffic signalsand stop signs.

Reduce Stress With Proper Time Management

Stress can be dangerously distracting, and poor time-man-agement skills can add tremendous stress to everyday life.•Do not procrastinate. Allowing tasks to accumulate can leadto more stress.

•Take care of one task at a time.•Do not waste important time on trivial, unimportant mat-ters.

•Focus on the positive and don’t dwell on negatives.•Set long-range and short-term goals.•Set aside time for home, relationships, activities and your-self. Exercise, eat right and get plenty of rest.

Don’t Let Vandals Endanger Your Life•Do not overreact to vandalism or a surprise attack.•Do not chase after kids throwing snowballs or eggs at yourvehicle. By placing your vehicle in reverse and chasing avandal, you run a high risk of an accident. Vandals oftenwant you to chase them or exit your vehicle, so they can at-tack you.

•Call the police if you are a victim of vandalism. Never takethe law into your own hands.

Stop Sign Accidents•Always come to a complete stop at a stop sign.•Yield to any pedestrian approaching the intersection with astop sign.

•Scan the entire area before proceeding from a stop sign.•Yield to any vehicles approaching the intersection when youare at a stop sign.

•Yield to all vehicles when you are at an intersection con-

trolled by more than one stop sign, regardless of who hasthe right-of-way.

•Always watch out for passengers exiting vehicles at stopsigns.

•Always anticipate unsafe actions by other vehicles (such asu-turns) while you are stopped at a stop sign.

Speeding AccidentsAlways obey the posted speed limit. Familiarize yourself

with the speed limits and traffic laws of areas you frequent.• Keep an eye out for speeding vehicles or recklessdrivers. Be prepared to take defensive and evasiveactions, whether those behaviors are close by orin the distance.• Frequent and timely rear-viewmirror checks will help alert you tospeeding vehicles and allow you to sig-nal and move out of the way.• The faster a vehicle is traveling,the greater the risk of a fatality or se-rious injury in an accident.• Speeding and unsafe lane changesnot only cause accidents but road rageincidents.• Speeding violations can add pointsto your driver’s license.• Drivers with a history of excessivespeeding violations pay more for in-

surance and can have their policy can-celed.

• Passengers in NYC vehicles often reportcustomer complaints to the TLC.

• Drivers delayed in traffic en route to aradio dispatched call should notify the passenger or

base, and not speed to compensate for being late.•Simply stated: DO NOT SPEED and AVOID SPEEDERS.

Rear End Collision AccidentsRear-end collisions are generally caused by drivers tailgat-

ing and not maintaining a safe following distance. Always beaware of surrounding vehicles.•Always maintain safe following distances. Add time/dis-tance if you are tired or stressed.

•Be extra cautious on wet or icy roads, newly paved streetsand at deer crossings.

•Always anticipate a taxi or FHV may stop without warningto respond to a street hail.

•Do not proceed when the traffic signal turns green withoutscanning the area to be sure vehicles are not making unsafe,last-minute turns in front of you.

•Do not allow your vehicle to be part of insurance fraud,which can occur if a vehicle in front of you stops for no ap-parent reason and the vehicle next to you (conspiring withthe vehicle in front of you) prevents you from taking an eva-sive action.

•Always try to keep a clear lane on all sides when travelingon the highway.

•Beware of drivers texting or using a cell phone while driv-ing.

DISTRACTIONS, LONG HOURS AND OTHER CAUSES OF ACCIDENTSBY BERTRAM MERLING • LOSS CONTROL COORDINATOR, HEREFORD INSURANCE COMPANY

DEFENSIVE DRIVING

Bertram Merling is the Loss Control Coordinator for HerefordInsurance Company. He welcomes your questions and comments,

and can be reached at 718.361.9191 ext. 7235, or via email at [email protected]


If you or someone you know is suffering from depression,there is a free, confidential helpline called NYC Well that isalways available and accessible in 200 languages. You cancall 1-888-NYCWell, or text “WELL” to 65173. However, ifyou are ever in immediate danger of harming yourself orothers, please call 911.

Si usted o alguien que usted conozca sufre depresión, existe una línea telefónicagratuita y confidencial llamada NYC Well que siempre está disponible y accesi-ble en 200 idiomas. Puede llamar al 1-888-NYCWell, o enviar un mensaje detexto con la palabra “WELL” al 65173. Sin embargo, si existe el riesgo inmediatode lastimarse o dañar a otros, llame al 911.

Si vous ou l'une de vos connaissances souffrez de dépression, sachez qu'il existeun service d'aide téléphonique gratuit et anonyme appelé NYC Well disponibleà tout moment en 200 langues. Appelez le 1-888-NYCWell, ou envoyez « WELL» au 65173. Toutefois, si vous risquez de vous faire mal ou de faire mal aux autresdans l'immédiat, appelez le 911.

Punjabi

Arabic

Bengali

French

Hindi

SpanishChinese

Russian

Urdu

U N A J H G U O R H T R EA I S F X S N Y S E V L DR N X M O S I D R G I K RY C A T C I V A S E R C OP O H A R G E N I M D L GD M O N L Y R A L L I O NB P O B I I S I U V R M IU E S A C N A C A I G P NS T B P O G L F E N G A IL I U V L R C N L E N C AA T S D A E O G A X I T RN I S N H V N A M O C E TE O P D A E N T O H U D ST N E E S U E P W R A Y EO W T E A M C T I V I T R

UNIVERSAL CONNECTIVITYFAIR COMPETITIONCHARGE ALL DRIVERSMTA CRISISNYPD BUS LANE TOW TEAMSBOOST BUS SPEEDSNO IMPACT REDUCING GRIDLOCKONLY RAISING REVENUERESTRAINING ORDER THROUGH JANUARYPENTAGON FCUCHAIRWOMAN LEAVINGMERGERNICOLAE HANDYDANISCAPTAXIS

FUN & GAMESDo you know the stories behind each word? You will also understand the puzzle better if you read our articles and peruse our ads.

CONFIDENTIAL HELPLINE


NEWS

Brooklyn, NY, December, 2018 – Amer-ican Transit has filed a lawsuit in theSupreme Court, New York County againstmultiple defendants including medical doc-tors, chiropractors, ambulatory surgerycenters and related parties alleging thatthe Defendants submitted fraudulent andabusive claims under the New York auto-mobile no-fault coverage. This coverageprovides for reimbursement of health careexpenses as well as other benefits. Amer-ican Transit has received over $28 millionin claims from these Defendants. AmericanTransit seeks a declaration that it has noobligation to pay these claims and to re-cover the payments that it has made.

The complaint alleges that the Defen-dants billed abusively and were paid overfive million dollars by American Transit.The Defendants included a number of re-lated entities who referred patients to eachother in order to inflate the billing and inmany cases without regard to the needs ofthe patients. The complaint alleges thatunnecessary services and services thatwere not provided as billed were billed toAmerican Transit. The Complaint allegesthat numerous unnecessary manipulationsunder anesthesia were billed with the ad-ministration of unnecessary anesthesia.Numerous patients were brought from

New York to another State in order to in-flate the billing.

The complaint was filed against the fol-lowing defendants: Peter D. Albis, D.C.,Reuven Alon aka Rob Alon, Diana Beynin,D.C., Nachmy Bronstein, D.C., Ronald A.Hayek, D.C., Mark Heyligers, D.C., ToddKoppel, M.D., Margarita Moshe, ReginaMoshe aka Regina Leviyev, M.D., YanMoshe aka Yan Leviyev, Ramkumar Pan-hani, M.D., Dipti R. Patel, D.C., LeonidShapiro, M.D., Advanced Spinal Care Re-habilitation, PA, Albis Chiropractic Care,P.C., Axis Chiropractic Care, P.C., CitimedServices, P.A., Citimedical I, P.L.L.C.,Columbus Imaging Center, L.L.C., DrugsR Us Pharmacy, Inc., Dynamic SurgeryCenter, L.L.C., Dynasty Medical Care,P.C., Excel Surgery Center, L.L.C., GardenState Pain Management, P.A., Metro PainSpecialists Professional Corporation, Pre-mier Health Choice Chiropractic, P.C. andUnion Wellness Center, L.L.C.

The New York State Department of Fi-nancial Services, which oversees no-faultinsurance coverage, has set forth that no-fault fraud includes billing for services thatwere not provided and billing for unneces-sary services. According to the Depart-ment, no-fault fraud constituted themajority of all health care fraud in New

York. The Department has stated that no-fault insurance fraud costs the public inNew York "hundreds of millions of dollars"in insurance costs. The Department of Fi-nancial Services has also specifically ex-pressed its concern with schemes thatbring patients across State lines and sub-mit billing in excess of the fee schedule.The Department of Financial Services hasgone on record as finding this practice tocontain the potential for abuse and for de-pletion of the insured’s coverage.

Ralph Bisceglia, the Chief ExecutiveOfficer and President of American Transit,stated that “American Transit insuresmany livery drivers. This is a demandingoccupation and there are many challengesfor the driver. American Transit is com-mitted to industry efforts to support thedrivers. On top of the challenges the driv-ers face, they should not be pawns used byproviders seeking to take advantage of thesystem and submit improper and/or exag-gerated claims.” John Poklemba, the Gen-eral Counsel of American Transit addedthat “abusive and exaggerated claims af-fect not only the insurer, they affect thepublic as well and American Transit be-lieves every effort should be made to com-bat and discourage such claims.”

Source: ATIC

AMERICAN TRANSIT INSURANCE COMPANY FILES $28 MILLION LAWSUITAGAINST HEALTH CARE PROVIDERS AND RELATED PARTIES.

American Transit Insurance CompanyOne MetroTech Center • Brooklyn, NY 11201

212-857-8200 • (800) 683-ATIC (2842)

TM

American Transit Insurance Company

The Leader in Taxi & Livery Insurancefor Over 40 Years…

www.american-transit.com

American Transit Insurance CompanyOne MetroTech Center • Brooklyn, NY 11201

212-857-8200 • (800) 683-ATIC (2842)


TLPA NAMES JOHN BOIT AS NEW EXECUTIVE VICE PRESIDENT The Taxicab, Limousine & Paratransit

Association (TLPA) is pleased to announce ithas named John Boit, a communications ex-pert with a decade of experi-ence working with the tradeassociation and the for-hirefleet industry, as its new Exec-utive Vice President. Boit, whois a senior founding partner ofthe strategic communicationsfirm Melwood Global, will beheavily involved in imple-menting the global tradegroup’s new strategic plan in2019. Boit assumed the newrole on Jan. 2; he will remaina senior partner at MelwoodGlobal.

“John has earned the trustand respect of members fromaround the world in the manyyears he’s worked with TLPA’s executiveteam and our members,” said TLPA Presi-dent Terry O’Toole. “In a way, he’s beenpreparing for this job for 10 years, and hislong history with the organization creates thepath for an almost immediate and seamlessintegration into the busy years ahead.”

Boit will work directly with Alfred La-Gasse, the CEO of TLPA. LaGasse has beenwith the organization for 41 years, serving asits chief executive for the past 40 years.

“I’m looking forward to expanding mywork with John, with whom I’ve developed avery strong working relationship during someof the most challenging times our industryhas faced,” said LaGasse. “He is a strong ad-

dition to our staff, and truly adds to our abil-ity to serve our members as we move into oursecond century of industry leadership.”

A 101-year-old organiza-tion with a membership span-ning four continents, TLPA isembarking on a rebranding ef-fort in 2019 to mirror its fourmajor areas of focus, includingexpanding membership, lead-ing the industry with bestsafety and environmentalpractices, identifying innova-tions that increase members’profitability, and enhancingdrivers’ image and perform-ance.

“This industry is changingrapidly, and it’s an honor to bea part of that evolution,” Boitsaid. “What’s very exciting is

that transportation companies are diversify-ing and changing shape as passengers seeknew mobility options. And TLPA is focusingintensely on ways to serve, educate and con-vene the myriad providers and stakeholdersin this space. At the same time, the importantmission of TLPA as a unified voice of safe,professional transportation will remain thesame as it has for more than a century.”

Boit brings significant experience to thejob, which was previously held by Harold E.Morgan, a well-known industry leader whoseservice to the association spanned 25 yearsuntil his retirement in 2018.

Boit started with TLPA in 2008, when theindustry was relatively calm, focused prima-

rily on driver recruitment and retention, pub-lic safety, and operational efficiency. Whentransportation network companies (TNCs)like Uber and Lyft began appearing, he be-came more deeply involved in associationstrategy. One of his highest profile contribu-tions was the creation of the TLPA’s “Who’sDriving You?” campaign that called attentionto the safety flaws of TNCs without properoversight and regulation.

With his team at Melwood, Boit alsolaunched the successful “Pink Ride” programthat raised $250,000 for the American CancerSociety by encouraging fleet owners acrossthe country and around the world to paint ve-hicles pink to draw attention to breast cancerawareness.

He also launched TLPA’s first webinar se-ries, its first podcast program, “TLPA FleetForward,” spurred the use of social mediaplatforms to engage members and the publicand revamped the design and content of theassociation’s flagship magazine, Transporta-tion Leader.

Communications products, social mediaand media outreach for TLPA will continueto be handled by a Melwood team as Boittransitions into the management responsibil-ities of his new role in the new year.

A New England native who was raised ona farm in Maine, Boit graduated from Har-vard College with a concentration in Englishand American literature. After working as ajournalist both in the US and abroad, hespent significant time in the developing worldas a media and communications expert.

For more information, visit www.tlpa.org.

NEWS


TAXI AND FOR-HIRE VEHICLERELIEF STANDS

Taxi and For-hire Vehicle relief stands allow drivers to park their vehicles for up toone hour. This affords drivers the opportunity to leave their vehicles and take care of per-sonal needs. Taxi relief stands should not be confused with taxi stands, which are locationswhere drivers can wait in their cars to pick up passengers.

DOT is not responsible for regulating taxis. Taxis are regulated by the New York CityTaxi and Limousine Commission. DOT regulates taxi relief stands.

The type column indicates if the relief stand is for taxis alone, or for both taxis andFor-Hire Vehicles (FHVs).

Staten Island currently has no relief stands.The following information was found at www.nyc.gov/html/dot/html/motorist/taxire-

lief.shtml (as of July 24, 2018). We recommend checking back periodically, in the eventchanges are made to these lists.

MANHATTANType Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cross StreetsTaxi/FHVs 10 Ave (E. side) . . . . . . . . . . . . . . . . . . . . . . . . . . .W 26 St & W 28 StTaxi/FHVs 11 Ave (E. side) . . . . . . . . . . . . . . . . . . . . . . . . . . .W 45 St & W 46 StTaxi/FHVs 3 Ave (W. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E 14 St & E 15 StTaxi/FHVs 3 Ave (W. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E 15 St & E 14 StTaxi/FHVs 6 Ave (E. side) . . . . . . . . . . . . . . . . . . . . . . .Thompson St & Grand StTaxi/FHVs 6 Ave (W. side) . . . . . . . . . . . . . . . . . . . . . . . . . . .W 22 St & W 23 StTaxi/FHVs 6 Ave (W. side) . . . . . . . . . . . . . . . . . . . . . . . . . . .W 38 St & W 39 StTaxi/FHVs 6 Ave (W. side) . . . . . . . . . . . . . . . . . . . . . . . . . . .W 39 St & W 40 StTaxi/FHVs 6 Ave (W. side) . . . . . . . . . . . . . . . . . . . . . . . . . . .W 55 St & W 56 StTaxi/FHVs 8 Ave (W. side) . . . . . . . . . . . . . . . . . . . . . . . . . . .W 46 St & W 47 StTaxi 9 Ave (E. side) . . . . . . . . . . . . . . . . . . . . . . . . . . .W 30 St & W 29 StTaxi Ave A (W. side) . . . . . . . . . . . . . . . . . . . . . . . .E 2 St & E. Houston StTaxi/FHVs Church St *E Rdway (W. side) . . . . . . . . . . . . .Franklin St & White StTaxi/FHVs E 116 St (S. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Ave & 2 AveTaxi E 15 St (N. side) . . . . . . . . . . . . . . . . .Irving Place & Union Square ETaxi E 23 St (N. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Ave & 2 AveTaxi E 26 St (S. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 Ave & 2 AveTaxi E 27 St (S. side) . . . . . . . . . . . . . . . . . . . .Park Ave S & Madison AveTaxi E 28 St (N. side) . . . . . . . . . . . . . . . . . . .Park Ave S & Lexington AveTaxi/FHVs E 29 St (S. side) . . . . . . . . . . . . . . . . . . . . . . . . .Madison Ave & 5 AveTaxi E 32 St (N. side) . . . . . . . . . . . . . . . . . . . .Madison Ave & Park Ave STaxi E 77 St (S. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Ave & 2 AveTaxi E 78 St (N. side) . . . . . . . . . . . . . . . . . . . . . . .Lexington Ave & 3 AveTaxi E 78 St (S. side) . . . . . . . . . . . . . . . . . . . . . . . .Lexington Ave & 3 AveTaxi E 86 St (N. side) . . . . . . . . . . . . . . . . . . . . .Henderson Pl & York AveTaxi E 87 St (S. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 Ave & 2 AveTaxi/FHVs Grand St (N. side) . . . . . . . . . . . . . . . . . . . . .Forsyth St & Chrystie StTaxi/FHVs Madison Ave (W. side) . . . . . . . . . . . . . . . . . . . . . . .E 26 St & E 27 StTaxi/FHVs Maiden Ln (S. side) . . . . . . . . . . . . . . . . . . . . . . .Front St & South StTaxi Park Row (E. side) . . . . . . . . . . . . . . . . . . . . . .Ann St & Beekman StTaxi/FHVs South St (W. side) . . . . . . . . . . . . . . . . . . . .Wall St & Gouverneur LnTaxi University Pl (E. side) . . . . . . . . . . . . . . . . . . . . . . .E 13 St & E 14 StTaxi W 33 St (N. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Ave & 10 AveTaxi W 39 St (S. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Ave & 9 AveTaxi W 41 St (N. side) . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Ave & 11 AveTaxi W 55 St (S. side) . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Ave & 11 AveTaxi/FHVs W 181 St (S. side) . . . . . . . . . .Pinehurst Ave & Fort Washington AveTaxi/FHVs West St (E. side) . . . . . . . . . . . . . . . . . . . . . . . .Laight St & Vestry St

QUEENSType Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cross StreetsTaxi 31 St (W. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 Ave & 35 AveTaxi 31 St (E. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Ave & 36 AveTaxi 31 St (E. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 Ave & 37 AveTaxi 34 St (W. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 Ave & 38 AveTaxi/FHVs 35 St (S. side) . . . . . . . . . . . . . . . . . . . . . . . .Starr Ave & Bradley AveTaxi/FHVs 36 St (E. side) . . . . . . . . . . . . . . . . . . . . . . . . .Skillman Ave & 43 AveTaxi 43 Ave (N. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 St & 36 StTaxi/FHVs 43 Ave (N. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 St & 12 StTaxi 44 Rd (S. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 St & 11 StTaxi/FHVs 43 Ave (N. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 St & 37 StTaxi 49 St (W. side) . . . . . . . . . . . . . . . . . . .Newtown Rd & Northern BlvdTaxi/FHVs 45 Ave (S. side) . . . . . . . . . . . . . . . . . . . . . . . . .Jackson Ave & 23 StTaxi/FHVs 47 Ave (S. side) . . . . . . . . . . . . . . . . . . . . . . . . .11 St & Vernon BlvdTaxi 55 St (E. side) . . . . . . . . . . . . . . . . . . .Queens Blvd & Roosevelt AveTaxi 64 St (W. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 Ave & 35 AveTaxi/FHVs 61 St (E. side) . . . . . . . . . . . . . . . . . . . . . . . .Roosevelt Ave & 39 AveTaxi Queens Blvd (S. side) . . . . . . . . . . . . . . . . . . . . . . . . . .50 St & 51 StTaxi/FHVs Pearson St (W. side) . . . . . . . . . . . . . . . . . .Jackson Ave & DeadEndTaxi Queens Blvd (N. side) . . . . . . . . . . . . . . . . . . . . . . . . . .55 St & 54 StTaxi 37 Ave (N. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 St & 31 StTaxi/FHVs Van Dam St (W. side) . . . . . . . . . . . . . . .Queens Blvd & Skillman Ave

BRONXType Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cross StreetsTaxi/FHVs E 233 St (S. side) . . . . . . . . . . . . . .Carpenter Ave & White Plains RdTaxi Park Ave (E. side) . . . . . . . . . . . . . . . . . . . . . . . . .E 135 St & E 138 StTaxi Park Ave (W. side) . . . . . . . . . . . . . . . . . . . . . . . .E 135 St & E 138 StTaxi/FHVs Pelham Pkwy S (S. side) . . . . . . . . . . . .Wilson Ave & Eastchester RdTaxi/FHVs W 231 St (N. side) . . . . . . . . . . . . . . . . . . . . . .Albany Cr & BroadwayTaxi/FHVs West Kingsbridge Rd (S. side) . . . . . . . . .Sedgwick Ave & Webb Ave

BROOKLYNType Street . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Cross StreetsTaxi 4 Ave (W. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 St & 6 StTaxi/FHVs 4 Ave (E. side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Prospect AveTaxi N 6 St (N. side) . . . . . . . . . . . . . . . . . . . . . . . . .Berry St & Wythe AveTaxi New Utrecht Ave (N. side) . . . . . . . . . . . . . . . . . . . . . .55 St & 13 Ave


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NEWSMAN GETS 30 YEARS FORKILLING FHV DRIVER IN NJ

A New Jersey man who killed a For-Hire Vehicle (FHV) driverfollowing an argument was sentenced to 30 years in prison in Janu-ary. Emmanuel John, 33, was convicted in the 2017 death of ImranMasood in a strip mall parking lot in Elizabeth, NJ.

After an argument over a dinged car door, John struck the 45-year-old Masood numerous times through his open driver’s side cardoor window. John then attempted to pull Masood out of the vehicleand slammed the door on him. Masood got out of his vehicle to takea photo of John’s rear license plate, at which time John threw hisBMW in reverse, striking Masood and knocking him to the ground.John, who had his 16-month-old son with him at the time, fled thescene without checking on Masood or calling for medical assistance,two points he admitted on the stand during his trial.

Masood died about a month after the incident. Masood’s 21-year-old son Ali spoke in court about his loss: “The pain of losing some-one’s father, it’s unbearable. It’s something that you can’t describein words. It’s a feeling as if something’s been completely taken fromyou.”

Masood’s eldest daughter, 18, also read a statement while thevictim’s widow looked on during the sentencing hearing. Both chil-dren said that while the family forgave John for taking away theirfather, they still sought justice. They described a loving, dedicated,and hardworking father of four who paid for his own parents to em-igrate from Pakistan to the United States and also would work 12-and 13-hour shifts to support his family despite having to undergodialysis treatments multiple times a week.

John was convicted of first-degree aggravated manslaughter, sec-ond-degree endangering the welfare of a child, and second-degreeleaving the scene of a fatal accident.

Source: WABC

NYC CABBIE GETS 10-DAYSUSPENSION FOR REFUSINGSERVICE TO GAY PASSENGER

A New York cab driver who refused to drive a passenger afterlearning the man was gay was back on the street after a 10-day sus-pension. The city’s Office of Administrative Trials and Hearings af-firmed a complaint brought by the Taxi and Limousine Commission(TLC) alleging that driver Martin Morrison violated three agencyrules — unjustified refusal of service, discourtesy and performingan act against the best interest of the public.

According to the original complaint, a group of people tried toenter Morrison’s cab at the corner of Fifth Avenue and East 43rdStreet in Manhattan just before 1:00am on June 13. Morrison askedone of the men in the group if he was gay. When the man respondedaffirmatively, Morrison said he doesn’t drive gay people. Witnessesallege that Morrison then crossed the intersection and pulled over,forcing the customers to exit the cab and find another ride.

TLC officials condemned Morrison’s behavior. He was subse-quently suspended for 10 days and was forced to pay a $1,150 finebefore being allowed to drive again.

“The individual’s behavior in this instance was inappropriateand wholly unacceptable, and the penalties are appropriately se-vere,” TLC Commissioner Meera Joshi told the Post.

Morrison claimed that the incident was a misunderstanding anddenied asking anyone about their sexual orientation. But OATHjudges didn’t believe his story.

“Here, after repeatedly and discriminatorily confirming that [thecomplainant’s] friend was gay… respondent indicated that he doesnot drive gay men,” administrative law judge Fidel Del Valle con-cluded in a decision affirming the TLC complaint.

Source: Metro Weekly


As women continue to fight for whatthey consider equal opportunities andequal pay, a new survey is highlightinganother potential inequality: Women inNew York tend to spend more than menon transportation. In an online survey, theNYU Rudin Center for TransportationPolicy and Management asked 547 menand women 33 questions about travelhabits, costs of commutes, if they’ve beenharassed on public transit and if safetyconcerns impact what type of transporta-tion they use.

The survey cautions that it its respon-dents are not entirely representative ofthe entire city’s residents. They included

primarily college-educated individuals –93.4% had at least a college degree andwere geographically concentrated in spe-cific areas of the city, including the UpperWest Side of Manhattan.

The survey claims to have found thattransportation has a so-called pink tax. Atnight, many women opt to ride in a cab orother car service instead of using publictransportation because of safety concerns.More than half (54%) of female respon-dents were concerned about being ha-rassed while using public transportation,compared to only 20% of male respon-dents. According to the survey results,75% of female responses indicated some

form of harassment or theft while usingpublic transportation. Forty-seven percentof male responses indicated some form ofharassment or theft while using publictransportation. Approximately 86% of ha-rassment incidents were reported on thesubway system and 76% were on trains,not on station platforms.

The survey claims that 77% of taxiusers are female, 73% of for-hire vehiclesusers are female, but 67% of bike users aremale. The median extra cost per month forwomen due to safety reasons is $26 to $50,according to the survey.

Source: Fox 5 New York

Gov. Andrew Cuomo says he wants to give authorities greaterpower to seize the license plates of unsafe or unauthorized vehiclesfollowing a limousine crash that killed 20 people last October inSchoharie, NY. The governor told reporters in January that he willpush to change the law to give the Department of Transportationand Department of Motor Vehicles greater legal authority to takeaction quickly.

Prosecutors say the limo shouldn’t have been on the road andthe driver was improperly licensed. The crash remains under in-vestigation. In January, state police said they started seizingplates from dozens of unauthorized limousines.

Source: NCPR

NEWSSURVEY FINDS NYC WOMEN PAY “PINK TAX” FOR TRANSPORTATION

CUOMO WANTS UNSAFE LIMOUSINES OFF THE ROAD

Two people were arrested in the death of a teen who was fa-tally struck by an ambulette in the Bronx in December. Bronxresidents Mario Almonte, 20, and Obeb Adames, 18, were beatingup 17-year-old Angel Reyes-Godoy on Bainbridge Avenue nearEast 194th Street in Fordham on the evening of December 10,when the attack turned fatal as Almonte intentionally pushedthe victim into the path of the oncoming vehicle, police said.

An anonymous tipster identified the pair by calling the NYPDTIPS hotline, police said. Almonte is charged with murder, rob-bery, and assault. Adames is facing charges of assault and disor-derly conduct.

Source: New York Post

2 ARRESTED FOR TEEN’S AMBULETTE-PUSH DEATH

IN THE BRONX

New York City residents don’t just face “carmageddon” – now,human traffic jams, like one that popped up on the BrooklynBridge in December, are creating havoc on city streets. It’sprompted Mayor Bill de Blasio to order city agencies to develop aplan of action.

A year ago, the Brooklyn Bridge was experiencing a 27% in-crease in weekend pedestrian traffic, amounting to over 32,000people, as well as a 104% hike in bike traffic. It’s so bad, a Depart-ment of Transportation spokesman told CBS2 Political ReporterMarcia Kramer, “We are actively investigating the feasibility ofexpanding the Brooklyn Bridge walkway.”

If the bridge’s cables can bear the weight, it would involve theexisting walkway down the center of the bridge having two newwings.

But it’s not just the Brooklyn Bridge where pedestrians areclogging the streets. It’s happening all over the city in Midtown,TriBeca, and the Theater District, too.

“There’s a number of steps that we need to take moving for-ward, we do have to look at vendors to make sure they’re not clog-ging the sidewalk,” admitted NYPD Commissioner James O’Neill.“We have to make sure there’s nothing interfering with pedestrianflow.”

Some have suggested the city charge a tourist tax to get ontothe bridge or get to certain parts of the city, something de Blasiosays he’s not a fan of, but would be willing to discuss. The mayoradded he’s also looking at the possibility of restricting street ven-dors to certain zones.

Source: CBS New York

CITY CONSIDERS WAYS TO EASE PEDESTRIAN TRAFFIC

A&Y ROYAL’S NEW APP MAKES GETTING INSURANCE

QUICK AND EASYA&Y Insurance in Brooklyn introduced a new app in Novem-

ber that streamlines the process of purchasing auto insurance.New York City TLC-licensed drivers can get quotes and purchaseinsurance directly through the app, saving a significant amountof time and money.

Drivers can download the free app – named A&Y Royal Insur-ance – in the Apple App Store or Google Play. Once the app isdownloaded, you just need to scan the back of your TLC licenseand vehicle registration, and enter your phone number. Licenseand registration info can also be entered manually, but scanningthe cards populates the appropriate fields and saves drivers a lotof time, according to A&Y president, Julian Brinzenskiy.

“With renewal season rapidly approaching, drivers want tosave as much as they can and spend as little time as possible try-ing to get the best possible rates,” explains A&Y president, JulianBrinzenskiy. “Our app allows them to do this wherever they are,whenever it’s convenient for them. After your information is en-tered, you get a quote right then and there, and when you pur-chase insurance, your policy documents are delivered right to yourphone or tablet.”

For more information, visit www.ayroyal.com or call 718-375-9000.


NEWSPENFED OFFERS HOPE ANDRELIEF TO MEMBERS OF

PROGRESSIVE CREDIT UNIONIn January, Manhattan-based Progressive Credit Union was

folded into Virginia-based Pentagon Federal (PenFed) in an emer-gency merger approved by the National Credit Union Adminis-tration, according to a Jan. 7 article in Crain’s New York Business.PenFed is the nation’s second-largest federal credit union, with$24 billion in assets.

PenFed gets a Manhattan retail presence and banking opera-tion with the merger, which was announced Jan. 1. Progressive’semployees and executives will stay on and continue servicing allof its members’ loans and savings accounts.

Industry turmoil caused by the unchecked growth of app-based transportation services in New York City has resulted inplummeting Taxi medallion values, historically bad traffic con-gestion and eight suicides. The industry’s credit unions and theirclients were hit particularly hard. Many medallion loans fell intodelinquency, and some ended in foreclosure, devastating not onlytheir owners but also lenders who were “over-weighted” with whatthey once considered low-risk loans.

Progressive was the last of four major New York credit unionsthat focused on financing Taxi medallions. The others – Melrose,LOMTO and Montauk – were all liquidated or closed late last yearand their assets assumed by other lenders or the National CreditUnion Administration.

“It was a struggle, and it doesn’t make sense to struggle whenyou can find a partner as strong as PenFed,” said Robert Fami-lant, who was Progressive’s CEO and treasurer. “The merger intoan institution as large and robust as PenFed allows us to supportour members. We are working with them to modify and restruc-ture loans and do whatever is necessary to help them succeed.We’re at the same location, with the same phone number, and wel-come people to call or stop by with any questions or concerns.”

Progressive members also have access to a wide range of serv-ices, including higher-than-market-rate CDs, attractive checkingaccounts and auto loans, according to Mr. Familant, who nowserves as PenFed’s senior adviser in charge of PenFed’s New Yorkoffice.

“It’s been a rough few years, but I’m optimistic about the in-dustry,” added Familant. “The market appears to have hit bottomand stabilized, and now there are buyers out there.”

PenFed CEO James Schenck agrees that the “underlyingvalue” of medallions are stabilizing and says the credit unionwould provide “time and liquidity” as it works with owners ontheir loans.

“By the end of this year, pursuant to local law passed last sum-mer, TLC must report findings on surveyed medallion debt,” saidMr. Schenck. “The payments due at the beginning of each monthare a bleak reality for many medallion owners. They have fordecades been dedicated borrowers, many of them paying backmore than owed every month, and for decades banks have earnedinterest on these loans. Lenders know the original price lent maynot be recouped. Lowering principal, and restructuring these loansmatching real revenue streams, will make a tangible differencein the lives of medallion owners, and it’s their lives that must beour paramount concern.”

For more information, visit https://progressivecu.org/ or call212-695-8900.

INSHUR DRIVERS CAN SAVE $450 ONINSURANCE WITH NEXAR DASHCAMDrivers who sign up for TLC insurance from INSHUR can save

up to $450 on their policy if they also select to have a Nexar dashcaminstalled. A Nexar dashcam helps protect drivers against falseclaims, improves safety and can save drivers a significant amountof money on their insurance rates.

“We have all heard about accidents where fault gets put on theprofessional driver, often unfairly,” explains INSHUR’s Paul Doran.“A Nexar dashcam solves these worries and saves you money.”

The Nexar camera costs only $59. It’s fast and simple to install,and there are no monthly fees for INSHUR policyholders. To partic-ipate in INSHUR’s new program, simply follow these steps:1. Visit www.inshur.com/nexar2. Download the INSHUR app for free in app stores3. Select the dash cam option during your quote4. Check out INSHUR’s prices5. Buying insurance via the INSHUR app takes only three minutes

Drivers can earn an additional $25 Amazon vouncher, just by usingthe VIP code “BCN” when signing up.

Founded in 2016, INSHUR is the fast, convenient and affordableway for TLC drivers to buy auto insurance. Its head office is in NewYork, with operations and development teams in London. The com-pany was built from the ground up to modernize the way PrivateHire, rideshare and TLC drivers purchase their auto insurance.

According to INSHUR, “Visiting and calling broker offices, pay-ing to park, filing paperwork and signing forms results in extra costsand time away from driving. For a driver, this means losing money.The team behind INSHUR has over 50 years’ experience working inthe insurance and technology industries, and wanted to bring a new,driver-friendly service to market.”

INSHUR is backed by one of the world’s largest and most finan-cially-stable insurance groups

For more information, visit www.inshur.com/nexar

Improvement Surcharge amountsowed for the third quarter of 2018 arenow available on TLC’s License Applica-tions, Renewals & Summonses system(LARS). The Improvement Surchargeamounts owed are for trips completed be-tween July 1 and September 30, 2018.

To view and pay the amount you owe,please visit LARS at

https://www1.nyc.gov/lars.The timeline for payment of the third

quarter Improvement Surcharge is as fol-lows: January 21, 2019 – Challenge Pe-riod begins. Owners and Agents should direct all

questions or challenges to: For Taxicab Im-provement Fund related issues: [email protected]

For Street Hail Livery Improvement Fundrelated issues: [email protected]

February 4, 2019 – Challenge Periodends. Amounts finalized.

February 11, 2019 – Full payment is dueto the TLC at https://www1.nyc.gov/lars/.

Failure to submit full payment will re-sult in fines and/or possible suspension ofyour license.

TAXI AND STREET HAIL LIVERY IMPROVEMENT SURCHARGE PAYMENT DATES

lea los & español. - nyctaxinews · lea los artículos en & español. man hails cab while...

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