Jo Anne Simon

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Political Party:
Democratic Party

http://www.joanneforcouncil.com

Candidate Submitted Biography:

Jo Anne grew up in working class Yonkers, NY, the oldest girl in a family of five. She learned early the value of family, commitment and respect for others. These are the values she brings to her profession and her community. Jo Anne moved to Brooklyn in 1981.
The first in her family to go to college, she graduated Iona College with a Bachelor's Degree in Communication Sciences, Gallaudet University with a Master's Degree in Education of the Deaf, and Fordham University School of Law, where she earned her law degree at night while working full-time.
For over 30 years, Jo Anne Simon has fought to improve the lives of others. As a teacher and a lawyer, she has worked to ensure that all people have access to education, public services, and the workplace. Early in her career, Jo Anne was a teacher of deaf and deaf-blind children. Later, she served as college administrator to provide support to college students with multiple disabilities. She also returned to the classroom to teach as an adjunct professor at Fordham Law.
Jo Anne is a civil rights attorney in Brooklyn where she concentrates on discrimination in higher education, standardized testing and employment. She served as lead counsel for the successful plaintiff in the landmark case, Bartlett v. New York State Board of Law Examiners, which opened the doors of higher education and the profession to thousands of students with disabilities around the country. In July 2008 she testified before the U.S. Senate Committee on Health, Education, Labor and Pensions in support of the ADA Amendments Act where her testimony focused on ‘high-stakes” standardized testing.
Jo Anne has been active in neighborhood civic and environmental justice issues for over 20 years. From transportation and land use to parks and open space, Jo Anne has been a pioneer in community involvement. She worked closely with her Boerum Hill community to create community-driven development at the Hoyt-Schermerhorn site, which sat vacant for 70 years. She spearheaded the creation of Downtown Brooklyn Coalition, groups from the neighborhoods surrounding Downtown Brooklyn that came together to speak with one voice to resolve concerns regarding the area’s proposed rezoning. She strongly believes that every re-development must include rent stabilized housing and has signed the Pledge for Accountable Development to demonstrate that commitment.
Jo Anne has been a strong voice against the City Council’s bypassing a voter referendum and extending term limits by legislation. In regards to this, she has stated: “This is about New York citizens' constitutional rights as voters in a democratic society to not only be heard but to have our votes be meaningful and our collective decisions honored once they have made them."
Jo Anne has served on many stakeholder groups and community associations. She is a Past Chair of the Gowanus Community Stakeholder group that recommended the proposal to replace the expressway with a tunnel, which is currently being considered by the state. She is currently President of the NY Branch of the international Dyslexia Association.
She currently serves as the Democratic State Committeewoman and District Leader for the 52nd Assembly District. Jo Anne is a member of the Independent Neighborhood Democrats, Central Brooklyn Independent Democrats, Lambda Independent Democrats of Brooklyn, and serves on the Executive Committee, 504 Democrats, the country's oldest political club focusing on disability issues.
Jo Anne lives in Boerum Hill with her husband, Bill Harris.

City Council Survey (District 33): Jo Anne Simon

Question 1:
What is the most important transportation need in your district? As a Council Member, how would you work to address this need?

Transportation Planning that incorporates holistic transportation planning which involves the MTA/ NYCDOT/ NYSDOT, other agencies and stakeholders, needs to happen. True progress will not be made until we are around the same table devising comprehensive transportation strategies. For example, reducing the number of cars and trucks traveling on our streets by implementing parking reforms, truck traffic management and equalizing tolling policies are areas that need to be addressed. The work being done by NYCDOT and NYCT on Bus Rapid Transit is a promising start.


Question 2:
The intersection of Adams Street and Tillary Street is one of the most dangerous in your district, where 0 people died and 39 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)?

Recently, NYCDOT presented a plan for reconfiguring this dangerous intersection and while imperfect, it has many worthwhile elements. The issue of speeding could be addressed conclusively with signal changes and rigorous enforcement, like traffic cameras. One certain way to reduce traffic volumes and thus conflicts among motorist, pedestrians and cyclists, would be to reduce demand by tolling the East River bridges and institute traffic calming measures to address speeding and reckless driving.


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?

I think the 30 mph is far too high for residential communities but requires a home rule message and state legislation to effectuate as I understand it. This is very much worth the effort. Livable neighborhoods have livable streets and livable streets are safe streets. We need New York City control over how many speed and red light cameras we have in operation. I also suggest pursuing a zero tolerance policy with NYC’s district attorneys for dealing with drivers with a proven history of reckless driving and hold drivers accountable for the consequences of their actions.


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?

Safe Routes to School should be mandatory and schoolyards should be returned to play/recreation use instead of teacher parking. Physical Education classes could move outside weather permitting. Other experiences such as nature walks and other walking educational opportunities should be encouraged and facilitated. Incentives to students and teachers alike for biking to work should be seriously explored and secure bike parking at schools should be a priority. A good walking environment is an essential component of a complete street and smart street design encourages walking. One idea could be “Bring a Bike to School/Work Day” and make it a city-wide campaign with water stations, etc. sponsored by neighborhood associations and NYCDOH. Also, National Bike-to-Work Week (May 14-18) is an excellent time to start pedaling to work.


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?

The short answer is yes – after London began charging a premium to drive into the city’s congested business district, a remarkable thing happened – congestion quickly dropped and emissions of the most dangerous air pollutants and greenhouse gases have dropped, bus ridership rose dramatically, and the use of bicycles also increased. Revenues from pricing could go to projects such as bicycle paths, a fleet of free bicycles for public use and improvements to our aging transportation infrastructure. Road pricing is a smart solution for reducing traffic in urban centers and busy corridors. I will continue to highlight the fact that the one-way toll on the Verrazano Narrows Bridge has led to adverse impacts to our City, including congestion and the deterioration of our surface infrastructure.


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?

Yes, when people know there is a finite amount of parking their behavior will change accordingly. For many years I have been a leader in advocating for a residential permit parking plan (RPP) for New York City as but one important method for controlling traffic congestion in dense downtown areas. It will reduce congestion, illegal placard parking and legal commuter parking in neighborhoods. It will improve the quality of life for residents and could provide revenue for public transit. In the Spring of 2008, I led a public forum on RPP and in May of this year, I participated in a press conference with local elected officials to announce the Millman-Squadron bill to bring residential parking to New York City. RPP will be a clear benefit for all, a win-win for residents and local businesses.


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?

Yes, provided individual repurposing initiatives get “buy-ins” from local merchants and residents. Sidewalks and street surfaces make up 26.6% of land area in NYC. We need to approach our streets differently than we have in the past. Pedestrian plazas are a welcome addition where inviting and comfortable public space is in short supply. Within the 33rd Council District, the Pearl Street asphalt triangle in DUMBO was transformed with a green painted floor, café tables, chairs, umbrellas and plantings along with local artwork. As you know, cities worldwide have begun to redefine car-centric street space as invaluable public space for people and New York City should become a leader in this effort.


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.

Yes. I believe that buses are our city’s mass transit future. Enhancing the City’s bus system – local, limited, express, and BRT – is the surest way to improving mobility throughout the City and in particular to under-served areas. For example, we will not have sufficient funds to build a new subway network, but we can have a flexible, high-capacity improvement of out mass transit system quickly by taking a good look at the bus map, see how the system can not only serve present riders better, but attract new riders as well. Routes can be adapted to changing demographics; routes can be changed in times of flooding, major crashes, etc. City bus drivers are more accountable than private drivers and more likely to accept changing road conditions, i.e. more cyclists sharing their lanes. CNG buses of varying sizes should become routine and will add to the City’s sustainability. In London, lanes are dedicated to buses and bikes and they work. A bike-share program would work in certain parts of the city. Paris is often cited as an example but Paris is a very compact city. A similar program has begun in Montreal with mixed results. So I think bike sharing should be explored, but care should be taken to plan it right.


Submitted by Jo Anne Simon f... on Mon, 08/03/2009 - 17:00.
Submitted by Jo Anne Simon f... on Mon, 07/20/2009 - 20:29.