FOR IMMEDIATE RELEASE
Contact: Michael Forest, email@example.com
GROUPS FILED OPEN RECORDS REQUESTS ABOUT BQX TWO WEEKS BEFORE LATEST CONTROVERSY:REQUEST FOR FEASIBILITY STUDY DENIED
New York, NY (Apr. 10, 2018) – On March 28, 2018, the Queens Anti-Gentrification Project, in collaboration with the news Web site Progress New York, filed a series of open records requests as part of an investigative effort to examine the Brooklyn Queens Connector, or BQX. A total of nine (9) open records requests have been filed under the Freedom of Information Act (FOIA) and the Freedom of Information Law (FOIL).
FOIL request seeking NYC Department of Buildings construction records submitted by developers along the route of the BQX.The purpose of this FOIL request is to ascertain whether developers positioned to profit from this public works project have been properly reporting rent-regulated apartments.
FOIA request seeking U.S. Department of Justice records from the ‘pay to play’ Federal corruption probe against the de Blasio administration specifically related to the BQX.
FOIL request seeking NYC Department of Environmental Protection records, demonstrating the extent to which the City is aware of the relationship between large construction projects and increased lead levels in tap water.
Financial feasibility studies related to the BQX used as the basis of controversial memo in which the City admitted the BQX was not financially feasible,submitted to the Office of the Mayor.
The open records requests were filed two weeks before Mayor Bill de Blasio (D-New York City) was put on the defensive about media reports that again questioned the financial feasibility of the BQX project.
FOIL Request Constructively Denied
After filing one of the FOIL Requests, the onerequesting BQX feasibility studies from the Office of the Mayor, we were informed that the Office of the Mayor would require one (1) year before a determination would be made about the release of records. Progress New York obtained guidance from the Committee on Open Government based in Albany, and the guidance provided indicates that if an Agency subject to FOIL refuses to grant access to records beyond 20 business days, that refusal can be treated or interpreted as a denial of records that can be appealed. Progress New York will be appealing this constructive denial.
The deliberate withholding of records by the Office of the Mayor comes as Mayor de Blasio has admitted that the City of New York will be unable to pay for the BQX project using a controversial value capture tax system that will benefit some participants in the real estate industry, who own or plan to develop real property along the proposed route of the BQX project.
Appeal for Legal Assistance
Progress New York seeks pro bono legal assistance in preparation, if necessary, to litigate the denial of records. If any lawyer or legal group can provide pro bono legal support, please contact: firstname.lastname@example.org
According to newly released documentary, Gentrification Express, it’s time to put thebrakes once and for all on the BQX trolley plan.
In 2016, Mayor de Blasio announced a proposal for an above-ground streetcar that would link Brooklyn and Queens, following the trend to use trolleys to promote tourism and real estate development from Portland to Washington D.C. The Brooklyn Queens Connector (known as the BQX) would link 10 neighborhoods along a 15 mile route stretching from Astoria, Queens to Sunset Park, Brooklyn. De Blasio and private real estate developers, represented by the “Friends of the BQX,” extoll the trolley as a model public-private partnership that would create jobs and bridge two boroughs as they are experiencing a development boom along the waterfront.
Local elected officials, including City Council Majority Leader Jimmy Van Bramer have lined up behind the Mayor: “Mayor de Blasio’s forward thinking proposal promises to provide more Queens and Brooklyn residents with a new reliable transit option,” said Van Bramer in 2016 press release. The Mayor has also recruited NYCHA tenant leaders, and most recently, the Transit Workers Union to support the plan (read our open letter to the TWC here).
But not everyone is enamored with the Mayor’s shiny new project. Still in its planning phase, the BQX is facing significant opposition from planning and transit experts, as well as grassroots organizations and residents who fear that the BQX will cause more harm than good in communities that are already facing significant displacement pressures. The Gentrification Express documentary captures these concerns through interviews and analysis, highlighting three key reasons New Yorkers shouldn’t be so quick to jump aboard the BQX:
1. The BQX is too damn expensive.
Though privately operated, the BQX would not come free to the city. The Friends of the BQX project that the trolley will cost about $2.5 billion in tax payer dollars to build. This in itself is no small sum, but according to Hunter Professor Samuel Stein, the actual construction price could be even higher. He explains that a common strategy for developers is to low-ball project costs because once construction is underway with tax-payer dollars, no one will oppose putting in the extra dollars to see it through the finish line.
The costs don’t end with construction. The Friends of the BQX claim that the project will pay for itself through a strategy called “value-capture.” This financing strategy relies on the assumption that development will spur property tax increases along the route, and that these increases can be redirected into the operations costs. However, even a leaked city memo to Deputy Mayor Alicia Glen points out that value capture won’t come close to covering the high costs. In other words, tax payers would end up covering most of the operations costs—and it will be expensive, particularly since the BQX route passes through FEMA-designated flood zones. “If a disaster like [Hurricane Sandy] happens again and the BQX flops the city is going to pay for that… and that’s coming out of our tax money,” said Sunset Park resident Antoinette Martinez.
2. The BQX’s primary purpose is to spur luxury real estate development.
In a recent report, the MTA identified 9 densely populated neighborhoods that are one half mile or further from public transportation. Strangely, the BQX doesn’t run through any of these neighborhoods. According to Sam Stein, that’s because the BQX’s main purpose isn’t to fix transit deserts—it is part of a larger strategy to catalyze luxury real estate development along the waterfront. According to the documentary, there are at least 10 developers with heavy real estate interests along the route. The NY Post has found that BQX-backing developers have contributed significantly to the de Blasio campaign.
“A lot of developers see the Brooklyn Queens waterfront as the gold coast, and it is for them. They come out and say it. The Jamestown Properties owners say, ‘We want another Williamsburg waterfront in Sunset Park… they’re not hiding what they want,” said Jenny Dubnau, a Long Island City-based artist.
3. The BQX will lead to displacement of renters and manufacturing businesses.
The greatest concern expressed by advocates in the documentary is the fear that the BQX will push up property taxes, which in turn, will raise rents and displace low income New Yorkers.
“We are really being pushed out of this community… And that’s not fair. Why should we have to move out of the community we was raised in to go to someplace new when we’ve been here all our lives?” said Sylvia White, a NYCHA resident and leader of the Justice for All Coalition which opposes the BQX.
Renters are not the only ones concerned. According to Elizabeth Yeampierre, Executive Director of UPROSE, the BQX also threatens the displacement of manufacturing jobs in communities like Sunset Park that is one of the largest live-work communities in NYC. Once the BQX is built, it will become much more lucrative for developers to choose residential over manufacturing developments.
What is an alternative to the BQX?
There’s one thing that BQX advocates and its opponents agree on: Queens and Brooklyn can benefit from improved transportation options. But according to Sam Stein, you don’t need a streetcar to have a fast moving mode of public transportation. The solution is an improved bus system that extends bus routes, and gives buses priority on streets so that they aren’t gridlocked in car traffic. While not as sexy as a new streetcar, express buses would provide the same commuting benefits, for only a fraction of the price—and no gentrification would be caused.