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City Council Survey (District 39): Gary Reilly
Democratic Party http://www.garyreilly.org Candidate Submitted Biography: Gary Reilly cares deeply about our community and is a leading advocate on some of the most important issues we face. He has called for improvements to transportation, reining in overdevelopment, better access to quality schools for our children and neighborhood resources for senior citizens. Gary's background and experience has prepared him for a life in public service. Gary Reilly grew up in a working-class family in rural New Gretna, NJ (population 1,510). While Gary's parents were immensely proud when he became the first member of the family to attend college, they didn't have the resources to pay for it. Gary put himself through Rutgers College with a combination of scholarships, financial aid, and hard work. After college, Gary gained five years of valuable experience as a financial analyst and commercial banker, underwriting loans to the medium size businesses that employ so many of us. The best part of the job, Gary says, was learning the fundamental challenges that a broad cross-section of industry face, from healthcare costs to finding skilled workers to competition from overseas. 2001 was a year of life-altering change for millions of Americans. For Gary, the tragic events of 9/11 called for a reassessment of self and goals, life and work. Gary decided to dedicate his energies into more personally meaningful work. By August 2002 Gary was enrolled at Rutgers Law School and looking forward to dedicating himself to public service. At law school Gary learned he could be a persuasive advocate, and was selected for the Moot Court Board and elected to the Student Bar Association. His best experiences in law school, however, came from serving in the Environmental Law Clinic. For three semesters Gary worked on cases ranging from land use to wetlands protection, and even argued cases in NJ Superior Court. He had his first experience with neighborhood preservation helping to stop an out of scale development in a rural farming community. After school and the bar exam, he sought out local community groups with which to get involved. Gary has worked hard to improve our transit system and promote safe streets for all users - pedestrians, cyclists and drivers. Gary spearheaded a grassroots effort for improved service on the F line that runs through the 39th District, including full local and express service on the F/V lines and improved G train service. The petition to bring back express service on the F after a 30-year absence brought thousands of voices to the attention of the MTA. Gary Reilly will work tirelessly to make sure that Brooklyn gets the better transit service it deserves. He has testified before the MTA Board and at City Council and State Assembly hearings on transportation issues from Congestion Pricing to curb cuts to subway service to residential parking permits, always on the side of keeping our streets and sidewalks safe and our transit needs sufficiently funded. Gary is an active board member of the Carroll Gardens Neighborhood Association, and a member of the Transportation and Public Safety/Environment Committees of Community Board 6. He is also a member of the Gowanus Community Stakeholders Group and a proud supporter of the Brooklyn Greenway Initiative. A longtime member of the ACLU, Gary is a passionate supporter of equal rights for all New Yorkers regardless of race, religion, gender, or sexual orientation. While still in school, Gary met the love of his life, Mia, and through Mia, he also found an ideal home in Carroll Gardens. Both are the proud products of public schools and believe that strong public school systems are the lifeblood of our communities. City Council Survey (District 39): Gary ReillyQuestion 1: What is the most important transportation need in your district? As a Council Member, how would you work to address this need?There are many areas in need of improvement, including improved bus service and many places where traffic calming measures need to be implemented. But the most glaring need in District 39 is to improve service on the Culver Line, which is currently served by the F and G trains. A little over two years ago I created a petition drive to bring back express service on the Culver Line, and bolster existing service by extending the V train out into Brooklyn. This would maximize our benefit from existing resources that have lain fallow for decades, reduce the severe overcrowding along the line, and improve transit times for residents near 7th Avenue and Church Avenue and beyond. The Kensington area was identified by the Bloomberg administration as a "hot spot" for generating congestion - an inordinate percentage of people from the area commute by car to the CBD. Improving transit service to Church Avenue and McDonald and beyond (at rush hour) would make the subway a more attractive alternative. I happen to live near a local stop that will be bypassed by the additional express trains under this plan, but local riders will benefit greatly from the reduction in overcrowding. Bringing enhanced F/V service to Brooklyn has been and will be a top priority for me. Question 2: The intersection of Ft. Hamilton Pkwy and McDonald Ave is one of the most dangerous in your district, where 3 people died and 15 people were injured between 1995-2005 (NYS DOT). As a City Council member, what traffic enforcement policies or physical changes to the intersection infrastructure would you support to make this intersection safer for everyone who uses it (pedestrians, cyclists and drivers)?Based on a quick review, this intersection has broad, poorly marked streets and heavy truck traffic. The intersection would benefit from daylighting at the corners as well as better markings for pedestrian spaces and markings for cyclists. I would work together with Transportation Alternatives, local residents and DOT to develop a comprehensive blueprint for a safer intersection, along the lines of the study that was recently undertaken a few blocks away at Park Circle. The triangle sliver between Fort Hamilton and Caton could be expanded or realigned to create a safer pattern at this location. As to enforcement, I would support red light enforcement cameras at not just this but any dangerous intersection. As a short term corrective measure, I would request additional human enforcement personnel be stationed to enforce driving infractions. Question 3: According to the New York State Department of Motor Vehicles' most currently available data, in 2007 speeding was a contributing factor in over 3,000 motor vehicle crashes in New York City. Furthermore, the same data showed that the top human contributing factor to the 264 fatal crashes in New York City during 2007 was also speeding. Given these figures, what measures, if any, do you support to redress this problem? Finally, do you believe that New York City’s current speed limits are safe?Enforcement (or lack thereof) is a serious issue. While it does happen, it appears to me that one is more likely to be struck by lightning than to get a speeding ticket in NYC. We have rigid enforcement of parking codes and registration expiration, but it seems less emphasis on dangerous driving behavior. This is an issue that must be addressed with traffic enforcement leadership and is also about a cultural change that needs to take place in our enforcement bodies. We have seen what a change can do at DOT - what if we had a similar change in emphasis at traffic enforcement? Outside of enforcement, we can also implement traffic calming measures and adjust traffic signals to discourage treating the street grid like a freeway. Narrowing streets and providing more resources for cyclists and pedestrians serves double duty on this front. As a member of the CB6 Transportation Committee I supported a separated bike lane on PPW for that reason: to provide more safe resources for cyclists, and to reduce the wanton violation of speed limits on PPW. The 30 MPH speed limit is not outrageous, although much of the city would benefit from a speed limit of 25 or even 20 MPH, esp. on residential streets. The larger problem is that people routinely drive much faster with impunity. Question 4: The Department of Health and Mental Hygiene's website reports: "In New York City, obesity is epidemic: more than half of adult New Yorkers are overweight (34%) or obese (22%). Data show that obesity begins early in life: nearly half of all elementary school children and Head Start children are not a healthy weight. In New York City, 1 in 5 kindergarten students, and 1 in 4 Head Start children, is obese." Do you believe that increasing walking and biking in New York City would improve public health? If yes, how would you work to increase walking and biking in your district?While there are a number of factors bearing on the obesity issue, there is no question that walking and biking has a positive impact on fitness and public health. Safety is a major factor in people's willingness to cycle and to let their children explore our streets. Accessibility is another. I am a believer in instituting traffic calming measures that make our streetscape more inviting to pedestrians and cyclists. I will fight for a car-free Prospect Park and support projects like the Brooklyn Greenway Initiative that improve accessibility to recreational space for our neighborhoods. I have supported speed bumps and daylighting, as well as lined and separated cycling lanes to improve not just safety, but also the perception of safety that draws new users to our public spaces. This ties in with other efforts to increase bike accessibility in residential and commercial buildings, as well as expanding access to covered outdoor parking. We should make it as convenient as possible for people to walk and bike to work, or to take a split mode commute of biking and transit. Question 5: Road pricing, including such measures as non-stop tolling, fees based on vehicle miles travelled or entry into a highly congested zone, has been the source of much discussion in New York City and other major metropolitan areas. London famously uses a congestion charge to fund its transit system, Oregon recently piloted a program to replace the gas tax with a fee for miles driven and Seattle recently studied how road pricing could be introduced on a regional basis. Seattle's study, “Traffic Choices Study" (http://psrc.org/projects/trafficchoices/index.htm), found that introducing new tolls on major corridors during peak traffic hours influenced drivers’ behavior and projected that a region-wide road pricing scheme could significantly reduce vehicular traffic congestion. Do you think that introducing a road pricing strategy would change New Yorkers’ travel choices? Do you think that this would be an effective way for the City to reduce backups on high-traffic roadways like the Brooklyn-Queens Expressway, the Gowanus Expressway or the Long Island Expressway? Finally, do you believe there are additional benefits in the surrounding neighborhoods which could be realized from the reduction of vehicular congestion on these routes?I have been not only open to, but a loud supporter of tolling the East and Harlem River crossings or, alternatively, some form of congestion pricing for NYC. These plans would have some impact on the Gowanus, BQE and LIE traffic by (1) reducing demand over all as drivers shift to other modes and (2) reducing "forum shopping" as drivers no longer have free alternatives to paid crossings such as the Battery Tunnel. I have been loathe to embrace a VMT while in the current environment, as electronic tolls and gas taxes achieve most of the same goals in a less intrusive manner. Gas taxes have the additional benefit of encouraging the use of more fuel efficient, less polluting vehicles, to the extent vehicles are used. There will come a day when the standard automotive technology necessitates a shift to VMT, but I don't believe we are close to that point. In the meantime, gas taxes are sorely underpriced. While NY can and should increase gas taxes, ideally the increase should take place at the federal level. Already, the disparity between NY and NJ is glaring - $0.30 per gallon. And NJ's weak gas tax policy has a direct effect on traffic in NYC, both by encouraging driving and ensuring that any NYer visiting NJ will fill their tank on the NJ side. Question 6: Do you believe that reducing residential parking requirements as set forth within NYC zoning regulations would affect neighborhood traffic congestion, and if so, in what way? Studies (and common sense) indicate that forcing builders to provide additional parking spaces for cars begets more cars, which in turn begets more traffic. Particularly maddening are the requirements for tens of thousands of new parking spaces in targeted high-density development areas such as the far West Side of Manhattan. Parking requirements have a number of negative impacts: (1) Induced demand for cars and induced reliance on cars (2) increased cost of building (3) more dead space at the street level (4) additional curb cuts. These requirements are the legacy of a failed vision of planning, and should be eliminated. What I would like to see is a requirement for secure bike parking. It makes good sense to encourage storage space for bicycles and strollers/carts at a level that is convenient to their use. I happen to live in a walkup and carrying my bike up and down three flights is the only unpleasant part of the experience. A favorite blogger (Atrios) often points out that our best livable, walkable communities would be impossible to build today due to backwards zoning requirements such as NYC's parking requirement. We need to embrace the qualities that make this city a special place to live and repeal the parking requirements in our zoning code. Question 7: The NYC Department of Transportation's Public Plaza Program, Pedestrian Street Program and Summer Streets events are intended to diversify the use of public space and provide more places for New Yorkers to recreate and socialize. Do you support the temporary or permanent repurposing of street space for pedestrians and cyclists? Absolutely. Last summer on a Summer Streets Saturday, I walked from my apartment in Carroll Gardens, up Clinton Street, over the Brooklyn Bridge, and then continued up to my office on 40th Street. It was fantastic! The turnout of people was incredible and brought life to what is typically just another dead stretch of asphalt. 5 years ago I recall walking down Spring Street in SoHo and imagining a Saturday pedestrian mall for the throngs of shoppers and tourists. The repurposing of Times Square and Herald Square as pedestrian malls is an example of a more permanent repurposing. The sheer volume of pedestrians in these areas, funneled in by multiple transit lines, cried out for more ped space. But the kicker is the engine of vitality that these spaces become by inviting residents and tourists to enjoy them. It takes what was a relatively lifeless conveyance into a place that generates human interaction and happiness. More generally there are many areas where the large share of street space given over to drivers leads to seriously congested conditions on the sidewalk and induces dangerous driving behaviors. We need to more rationally allocate that space so that (1) peds and cyclists get a fair share of our public ways and (2) we promote sustainable mobility practices. Question 8: The City recently released plans for Bus Rapid Transit and expressed interest in bringing a bike share program to New York City. Do you think these new projects would enhance the city's transportation network? Please explain.I do. With respect to BRT, I prefer not to get hung up overly much on the name. There are specific elements of BRT that I believe would bring most of the benefits of BRT with relatively low cost. (1) Off board ticketing and dual door loading. The current means of fare collection and lack of access through the rear door of the bus is a substantial cause of delays. (2) Camera enforcement of bus lane violations - this would change bus lane parking behavior in a hurry. (3) Signal priority for buses. I do not think that BRT is a viable replacement for subway investments such as the Second Avenue Subway, as some have suggested. Nor do I believe it is worthwhile to invest heavily in BRT station infrastructure in much of NYC. As to bike sharing, bring it on! I welcome the opportunity to demonstrate how successful a bike sharing program could be in NY. The study by City Planning released earlier this year was encouraging; the announcement by Sadik-Khan in June that a bike share pilot is on the way was cause for celebration.
Submitted by garyreilly on Sun, 08/09/2009 - 13:12.
Submitted by garyreilly on Wed, 08/05/2009 - 22:36.
Submitted by garyreilly on Sun, 08/09/2009 - 13:12.
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