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Benjamin Kabak

Suburban representatives decry commuter tax

by Benjamin Kabak April 19, 2012

written by Benjamin Kabak on April 19, 2012

After Manhattan Borough President and 2013 mayoral hopeful issued his call for a commuter tax as part of a comprehensive overhaul of MTA financing earlier this week, suburban interests from around the region were, predictable, unimpressed. As various New Jersey newspapers are reporting, nearly everyone in the Garden State opposes the measure, and the state legislature wants to condemn Stringer’s speech. They’d rather take advantage of our city’s services but not pay for them as well.

As The Wall Street Journal reported, Gov. Chris Christie was quick to lend his voice to the issue. He called the plan “penny-wise and pound foolish” and claimed boosting the transit system that powers the city would harm the region’s economy.

For his part, Stringer fired back with a statement. “Job killing?” he said. “When Gov. Christie de-railed the ARC tunnel, he cost the region more than 150,000 jobs and $9 billion in economic activity. That’s how you kill jobs, governor. Gov. Christie should do his homework and get his facts right about the commuter tax. The greatest expansion of jobs in the nation’s history occurred in the 1990s – when New Jerseyans who worked in NYC rightfully paid their fair share through a small commuter tax.”

Meanwhile, as other mayoral hopefuls stay silent on the issue, the Senate Republicans and some State Democrats also spoke out against Stringer’s plan. Sen. David Carlucci from Rockland and Orange Counties called it “an onerous tax that would negatively affect working families, many of whom commute to and from New York City every day.” No one is willing to show much foresight or understanding of the nuances here even though Stringer as mayor would little control over how the MTA is financed.

April 19, 2012 23 comments

Buses

Building a Better Bus: The three-door option

by Benjamin Kabak April 19, 2012

written by Benjamin Kabak on April 19, 2012

More buses with three doors will hit the streets of New York City soon.

As we well know, New York City buses, particularly along crowded routes, suffer from a boarding problem. With a MetroCard system that requires riders to dip their cards in one direction, boarding can seem interminable, especially at popular stations during rush hour. With a contactless fare payment system still a few years from seeing the light of day, the slow bus board process is one of the main reasons why it’s often faster to walk than it is ride the bus.

In addition to the slow boarding process, riders exiting through the front cause additional problems as those folks waiting to board must first have to wait for others to exit. Over the years, the MTA has tried — not very hard — to combat this problem. Low-floor vehicles make buses easier to enter and exit, and bus riders are reminded to exit in the rear. No one listens.

The best approach for combating this problem can be found along the Select Bus Service routes where pre-board fare payment options allow bus riders to skip the slow process of dipping a MetroCard. This isn’t coming to the local bus system any time soon, but the MTA is trying to import another SBS feature. The three-door bus is the latest in the MTA’s ongoing struggle to speed up travel.

The Times tackled the saga of the three-door bus yesterday. In what has become a hallmark of recent Times transpo coverage, the article treats these buses as a novelty. It’s a “Ha ha! This bus has three doors” type of article complete with a reference to the doors as a “complication” and a quotation from a psychologist trying to figure out why New Yorkers can’t exit buses like normal people elsewhere. “The back door has more real or imagined perils,” one Dr. Elyse Goldstein said.

Silly quotes aside, the piece sheds some light on the MTA’s bus plans:

Howard H. Roberts Jr., a former president of New York City Transit, said the agency had struggled with exiting problems on buses for years. He said it was especially hard because the fronts of buses are often filled with elderly passengers who want to minimize how much walking they do. “They prefer to get off at the front, the same door they got on,” Mr. Roberts said. “It’s a cultural thing, and it’s not particularly easy to solve that problem.”

..The authority recently ordered 328 buses equipped with three doors, supplementing its existing fleet of 90 three-door buses on its Select Bus Service routes. Henry Sullivan, chief maintenance officer for the authority’s Department of Buses, said that while it was too early to track what effects the extra door was having on passenger flow, he remained hopeful.

“Without having statistics, I know they’re using the middle door more,” he said about riders. “It’s easier for them to get out.”

It can’t hurt to try a third door, and the MTA had to order these buses for SBS routes. But it seems that people close to the front of the bus will just exit at the front while those near the rear and middle doors will opt for those points of egress. Buses will forever be inefficient and clunky for New Yorkers, and without pre-board fare payments, the boarding process will remain a painful one. Of course, if New York bus riders continue to head to the front door to exit, well, the drivers can always just tase them for it instead.

April 19, 2012 48 comments

View from Underground

Today in Bad Ideas: Playing ‘Chicken’ with a subway

by Benjamin Kabak April 18, 2012

written by Benjamin Kabak on April 18, 2012

If you thought arming MTA workers with tasers was a bad idea, get a load of this video.

The video, originally posted on CrownHeights.info over a year ago, is making the rounds this week, and while it’s old news, it’s still stunningly stupid. Some teenagers hop into the tracks at Kingston Ave., wait to see the lights of the approaching train and then hop back onto the platform in the classic and life-threatening game of “Chicken.”

NBC New York picked up the story last night, and they have a priceless quote from someone at the station. “I guess it’s a commentary on what’s happening,” Barbara Gardner said. “Kids don’t have any purpose. Life means nothing, or they don’t understand why they’re on Earth. This is really sad.”

The MTA, meanwhile, has passed the video along to the police and urge straphangers not to do this at home. “The individuals depicted in this video should be taken into custody and then they should have their heads examined,” the authority said. Well then.

April 18, 2012 19 comments

Public Transit Policy

From the Manhattan Beep, a loud voice for transit

by Benjamin Kabak April 18, 2012

written by Benjamin Kabak on April 18, 2012

New York City’s Borough Presidents don’t have much power within the city’s government. They have small discretionary budgets, can appoint Community Board members and are largely ceremonial. Because New Yorkers love a figurehead, though, serious politicians can use the BP spot as a spring board to greater ambitions. Many a former Manhattan Borough Presidents have moved into Gracie Mansion, and Scott Stringer is looking to do the same.

Armed with the support of his long-time family friend and native Manhattanite Scarlett Johansson, Stringer must overcome the presumptive front-runner Christine Quinn’s edge, but he is a vocal and tireless campaigner. As Borough Presidents go, he has also been a friend of transit — at least as much as he can be in his role. He hosted a conference late last year about the future of transportation in New York City and seems to recognize that our mass transit system powers Manhattan and the city’s economy.

Yesterday, at a speech before the Association for a Better New York, Stringer laid out his views on transit. We know he endorsed a commuter tax plan, but he had far more to say on the subway system. “We have a basic problem: The Metropolitan Transportation Authority—the central nervous system of our regional transit network– is a fiscal house of cards,” he said. “That’s not just bad for straphangers. Without a healthy MTA, our region’s 1.2 trillion dollar economy could come to a screeching halt. Without action, we risk becoming a first-class city with a second-rate transportation network. We cannot let that happen.”

In his speech, Stringer laid out what he called a “roadmap” for the MTA. This wasn’t about taking cheap shots at the beleaguered transit authority or flat-out ignoring transit as our current Governor has done. Rather, this was a speech about paying attention, making some hard choices and investing in our present and future. He issued a call for a New York City Transit Trust Fund with dedicated revenues from the mortgage recording fund; he urged Albany to embrace Sam Schwartz’s traffic plan; and he called upon the restoration of the commuter tax.

He said:

“Under my plan, the New York City Transit Trust will also leverage private dollars, but will do so responsibly, by tying the infrastructure bank to a dedicated revenue stream – our existing Mortgage Recording Tax. Now as many of you know, the Mortgage Recording Tax is a fee that gets paid every time property changes hands in the City and the 7-county MTA region. Today, those fees flow directly into the MTA’s operating budget.

Now, unfortunately, the MRT is a horrible source of operating funds – it swings wildly from year to year, making solid projections very tough. At the height of the housing bubble, the Mortgage Recording Tax and other transfer taxes generated $1.5 billion for the city and the MTA. But by last year, with a flat market, revenues dropped 75 percent to just $400 million.

Relying on a source of revenue that can plunge 75 percent over a five year span is no way to run a railroad, much less the nation’s largest transit system. Over the long haul, however, we know that the Mortgage Recording Tax brings in an average of $400 million a year. A dedicated revenue stream of that size can be used to leverage over $10 billion in capital that could be quickly put to work.”

What then would the city be able to do with this money? Spend it wisely, says Stringer. Echoing a point I’ve made before, he leveled his sights on current projects. “We can’t be throwing precious dollars at projects like the Fulton Street station in Lower Manhattan,” he said. “That station is costing taxpayers 1.4 billion dollars and will do nothing to add capacity when work finally ends in 2014.”

With the added dollars, we could reimagine the transit network, he said. Stringer would expand bus rapid transit. He wants to add light rail to 42nd St., and he wants to deliver an AirTrain to La Guardia. He even spoke of the Triboro RX line. “Here’s why it is not a pipe dream: The line is built entirely along existing rights of way,” he said. “That means no tunneling, which is the biggest hurdle in this day and age to building new subways.”

It’s unclear what Stringer’s political future is right now. The 2013 mayoral race is both a long ways off and very unsettled. But no New York politician has taken such a vocal and ardently pro-transit stance as Stringer did yesterday. For that, he deserves a good long look even as his ideas would face steep opposition in Albany. He might just be the city’s best hope for a better transit policy.

Stringer’s speech is available in full right here.

April 18, 2012 36 comments

New York City Transit

By the Numbers: Where we go on the weekends

by Benjamin Kabak April 17, 2012

written by Benjamin Kabak on April 17, 2012

Let’s continue our look into the 2011 ridership numbers with an examination of weekend rider trends. Last week, I took a look at stations with the greatest decline in use over the weekend, and today, we’ll flip that on its head. The below tables represent the stations with weekend totals that mirror their weekday usage.

Over the past year, we’ve heard a lot about how weekend transit ridership is on the rise. These days, with 5.2 million riders during a typical weekday, Saturday ridership at over 3 million is around 57 percent of an average weekday, and Sunday is at 45 percent. These numbers are on the rise, and some areas see constant traffic throughout the week. Let’s take a look first at the Saturday table. I omitted the Aqueduct Racetrack stop which gets 116 riders per weekday and a whopping 264 per Saturday.

Station	Weekday	Saturday	Percent
Beach 90 St (A,S)	1,019	1,363	134
Mets-Willets Pt (7)	4,472	5,650	126
Bowery (J,Z)	2,763	2,762	100
Metropolitan Av (G)/Lorimer St (L)	12,815	12,479	97
Inwood-207 St (A)	8,888	8,616	97
Cortlandt St (R)	4,745	4,598	97
Prince St (N,R)	16,223	15,519	96
Coney Island-Stillwell Av (D,F,N,Q)	13,254	12,169	92
Aqueduct-North Conduit Av (A)	1,386	1,271	92
Christopher St-Sheridan Sq (1)	10,077	9,053	90

Bedford Ave. with 19,979 Saturday riders as compared with 22,520 weekday riders just missed the top ten here, and Canal St. too sees over 40,000 on Saturday compared with 45,000 on a weekday. So what do we see here? Weekend destinations — such as Mets games and Coney Island — are popular, and tourist-heavy shopping and sight-seeing areas in Greenwich Village and SoHo attract riders as well. Strong ridership in Inwood was a bit of a surprise, but that likely is a result of a shuttered 1 train stop leaving only the A as a subway option in northern Manhattan. Metropolitan/Lorimer highlights how popular the L and G trains have become.

Next up, Sunday:

Station	Weekday	Sunday	Percent
Mets-Willets Pt (7)	4,472	5,195	116
Beach 90 St (A,S)	1,019	1,002	98
Bowery (J,Z)	2,763	2,536	92
Metropolitan Av (G)/Lorimer St (L)	12,815	10,061	79
Howard Beach-JFK Airport (A)	2,729	2,080	76
Christopher St-Sheridan Sq (1)	10,077	7,668	76
Bedford Av (L)	22,520	17,081	76
Coney Island-Stillwell Av (D,F,N,Q)	13,254	10,044	76
Inwood-207 St (A)	8,888	6,473	73
Prince St (N,R)	16,223	11,550	71

Sunday is obviously the lowest trafficked day of the week. Most people stay home and eschew subway travel. Yet, recreational destinations remain strong. The Mets are atop the list, and the AirTrain stop at JFK maintains its ridership figures as well. People head to the Beach in Brooklyn, and Williamsburg denizens and visitors seem to favor the subway as well. If Bedford Ave. or the G/L station a few blocks away seem perpetually crowded, well, that’s because they are.

I’ll release the full datasets later this week. For now, we have a solid set of numbers to chew on as subway ridership and weekend usage continue to test a system long accustomed to massive weekend changes. Everyone is riding the subways these days.

April 17, 2012 11 comments

Asides Transit Labor

Today in Bad Ideas: Tasers for all MTA employees

by Benjamin Kabak April 17, 2012

written by Benjamin Kabak on April 17, 2012

Every now and then, high-profile incidents involving a transit worker on one side and a disgruntled and crazy rider on the other make the headlines. We’ve seen a bus driver murdered and other workers assaulted. Even outside of a crime — which carries a maximum prison sentence of seven years — transit workers often bear the brunt of the irate public. They are yelled at and spit upon. One State Senator now wants transit workers to be better prepared for the abuse, but his suggestion is, well, a bit extreme.

As The Daily News reported today. Sen. Eric Adams of Brooklyn wants to arm transit workers with tasers, something most rank-and-file cops aren’t even permitted to carry in New York City. The TWU rushed to embrace this measure. “Equipping and training our members to responsibly use Tasers will end the assaults that are currently plaguing our members,” union head John Samuelsen said. “Additionally, it will act as a strong deterrent against crime against our riders on the buses and trains.”

Adams’ bill has rightfully languished in committee for a while, but he is amending it to allow bus drivers to carry tasers as well. In response, the TWU, reports Pete Donohue, will be featuring the bill at an upcoming conference on transit worker safety. But does this really sound like a good idea or just a political talking point? Giving cops tasers is generally a recipe for trouble; I can’t imagine how straphangers would feel with thousands of armed transit workers carrying these things.

The NYPD and the MTA, however, are not buying it, and can you blame them? “The MTA makes protecting our transit personnel a top priority in everything we do,” MTA chief Joe Lhota said. “However, the proposed legislation is the wrong way to go about protecting MTA employees. Asking them to carry weapons would cross the line into law enforcement, a function that is best left to the NYPD.”

April 17, 2012 18 comments

Congestion Fee

A toll, a tax or the transportation status quo

by Benjamin Kabak April 17, 2012

written by Benjamin Kabak on April 17, 2012

Over the past few weeks, I’ve had to make a few trips between Washington Heights and Forest Hills. If I had unlimited hours, I could take a few trains, but we had more pressing matters to attend to (and groceries to cart home). Thus, I’ve had the experience of driving on a weekend over the Triborough Bridge, across the Cross Bronx, over the Whitestone Bridge, through that ugly part of the GWB approach in Manhattan and down the Deegan and FDR Drive. I’m always amazed anyone can do that on a regular basis.

While driving around on roads that were too small for the traffic, perennially under construction and in various states of disrepair, I marveled at our infrastructure. Here was a city that once built out a vast transit network but hasn’t managed to expand it much past the 1950s. Bus routes seem set in stone; subway expansion plans can be counted in new stations instead of new miles or even boroughs transversed. We don’t dream big, and we barely dream at all as many areas of the city feature bridges, roadways and elevated trains plagued by rust and potholes.

The problem, of course, is one of money. New York doesn’t have the money to spend maintaining antiquated roads, and few people are advocating for road expansion within the confines of the five boroughs. The MTA, meanwhile, definitely has no money. It has trouble covering operating costs and had to beg for its vital capital dollars just a few weeks ago. Over the years, Albany has rolled back taxes, denied other revenue-generating measures and generally acted as naysayers at a time when investment can both save our infrastructure and spur job creation.

Within New York City, at least, this trend of scorning transit could change if local politicians and officials have their way. Today, two stories showcasing various ways in which we could see a radical change in transit policy, if only Albany would act, hit the wires. Scott Stringer, a mayoral hopeful and current Manhattan Borough President, wants to see the commuter tax restored with dollars heading to the MTA. “I don’t want us to have a first-rate city with a second-rate transportation system. I am tired of the old ideas. I am tired of people saying it can’t be done,” he said to New York 1.

Stringer has been pushing for sensible transit policies for a few years now. (In fact, I attended and spoke at a conference on the future of transportation in New York City that his office hosted.) Whether it will play with the general electorate remains to be seen, but the Commuter Tax is a relatively “safe” issue. It doesn’t impact people voting for mayor and could in fact generate money for the transit network we all use. Stringer’s plan would siphon commuter tax revenue into an infrastructure bank, and considering how those who commute also avail themselves of the transit network, such a tax could serve as an equitable funding mechanism for the subways.

Then, of course, there is Sam Schwartz’s ambitious congestion pricing plan (pdf). Schwartz’s plan would lower some tolls on less congested routes while rising the fees to enter the busiest parts of the city and includes investment in the transit network. As Crain’s New York wrote in an editorial endorsing the plan, “Lowering the tolls between Queens and the Bronx, or Brooklyn and Staten Island, would increase commerce. Use of outer-borough bridges is light enough that their tolls can be lowered without snarling traffic. By the same token, imposing fees on users of congested roads would speed traffic, benefiting businesses whose time is more valuable than the cost of tolls.”

Of course, the same problems remain: Albany is obstinate. Suburban representatives won’t endorse a Commuter Tax, and no one seems to have an appetite for a congestion pricing plan or a bridge toll plan, no matter how sensible they are. So we’re stuck in the same old rut. Our transit network is decaying; our roads are forever clogged; and simple solutions that are on the table are ignored out of stubbornness and petty politics. That’s no way to run a city.

April 17, 2012 44 comments

View from Underground

Video: The power of the Snackman

by Benjamin Kabak April 16, 2012

written by Benjamin Kabak on April 16, 2012

Earlier this year, we heard quite a bit about some half-baked plans to ban food in the subway. Perhaps it’s a good idea to limit what people can and should be eating in the trains. Perhaps it’ll combat litter and the rodent infestation. Or perhaps it’ll go underenforced with no real impact. Either way, without a food ban, we have Snackman.

Snackman is making the rounds these days. He’s hit the major papers after landing on the front page of Reddit, and he’s even earned some nice words in Jim Dwyer’s “On New York” column. The video that made it all happen is posted above (with some adult language).

The story is a simple one: Charles Sonder, a 24-year-old who’s lived in New York for just a few years, was riding an uptown 6 late at night last month while munching on some chips. A man boarded at Spring St., and apparently an incident ensued. A woman not happy with this man started yelling and kicking, and Sonder, to ease tensions, simply walked between the two of them, all the while eating his snacks. Sonder’s actions have earned him the nickname “Snackman” and the attention of New York’s single ladies.

Dwyer’s take though was the most illuminating. He talks about Sonder’s actions and the way it ended up on YouTube:

Mr. Sonder stepped toward the door, and the battle ebbed for an instant as the man and the woman parted, possibly to let him pass. But he stopped, directly between them. He didn’t say a word, just kept working his way through the Pringles. With Mr. Sonder forming an implacable barrier, the fight dwindled to generally unprintable sputterings, with the woman ordering the man: “Don’t follow me. Do not follow me.”

[Eitan] Noy, having been born and raised in the city, had seen plenty of subway outbursts before, including one on St. Patrick’s Day, when two men set upon a third, pulling open his bag and using some force. Just as Mr. Noy and his friend were discussing intervention, the two men displayed badges and were cuffing the third. “After that, I knew I had to have my phone camera ready,” he said. So on the No. 6 train, he whipped out his camera a few blows into the round, in time to catch some of the action; Mr. Sonder stepping in; and then another woman, with an authoritative voice, ordering the woman to sit down and the man to get off the train.

After that, the remaining combatant noticed Mr. Noy’s cellphone camera and asked if she could see it. “I didn’t know what she was going to do with it,” Mr. Noy said. “She could smash me on the head. I told her, ‘I didn’t really get anything.’ ” She persisted, he deflected, and then he got off at Grand Central Station. Mr. Sonder disappeared into the night and pretty much forgot the whole thing. He went back to his work of building three-dimensional models at an architectural firm.

This is a tale that has everything we love and hate about the subways. There’s a random fight that devolves into violence — something veteran subway riders happen upon far too regularly. There’s a mention of some previously spotted undercover police action (and usually that’s very easy to spot in trains). It has a silent defender doing his duty to break up the fight. And it has food on the subway. Maybe that eating ban isn’t such a great idea after all. I wonder what Snackman would say.

April 16, 2012 1 comment

Asides Buses

BusTime Notes: M34, B61, Transit Museum

by Benjamin Kabak April 13, 2012

written by Benjamin Kabak on April 13, 2012

A few quick notes on BusTime: The MTA’s in-house real-time bus tracking system is making its debut in bits and spurts. With Staten Island and the B63 on board and the Bronx on tap for later this year, Transit has unveiled the service on a few other routes. Manhattan’s M34 and M34SBS buses are now available on BusTime. This route had been the subject of an earlier, much more expensive tracking pilot, and the MTA switched over to the in-house solution earlier this week. On the downside, the bus countdown clocks along 34th St. are no longer in use.

Meanwhile, in Brooklyn, with word that the Smith-9th Sts. renovation will take nearly six months longer than anticipated, the MTA will introduce BusTime to the B61 in June. This bus — the only one serving Red Hook — helps alleviate the lack of nearby subway service, and Transit says they readied these buses ahead of schedule to help stranded straphangers adjust their travel schedules.

Finally, BusTime will take center stage at my next Transit Museum Problem Solvers event. Michael Frumin who has spearheaded the BusTime effort will be my guest. He’ll be on hand to discuss how BusTime can help with the problem of declining bus ridership throughout the city. It’s set for Wednesday, April 25 at 6:30 p.m. at the Transit Museum. Save the date.

April 13, 2012 4 comments

New York City Transit

Behind the Numbers: The great weekend decline

by Benjamin Kabak April 13, 2012

written by Benjamin Kabak on April 13, 2012

Over the past few days, I’ve examined the trends in subway ridership. We started with a pretty basic look at the top ten busiest stationsof 2011 and drilled down by borough as well. Today, I want to flip the numbers a bit.

Below, are two tables that show the biggest declines in ridership over the weekend. Some stations — particularly those located in Lower Manhattan and Midtown East — are quite susceptible to a great weekend decline. These are popular destinations for the working commuter, and the neighborhoods clear out after the work week is over. We’ll start with Saturday.

Station	Weekday	Saturday	Percent
Hunters Point Av (7)	6,113	1,051	17
5 Av-53 St (E,M)	23,970	4,556	19
Wall St (2,3)	25,559	5,405	21
33 St-Rawson St (7)	13,587	3,162	23
Pelham Pkwy (5)	3,236	797	25
Morris Park (5)	1,966	573	29
Avenue M (Q)	4,632	1,399	30
55 St (D)	1,983	601	30
Wall St (4,5)	22,986	7,291	32
Fulton St (A,C,J,Z,2,3,4,5)	63,203	20,167	32

I was surprised at first to see Hunters Point Ave. leading off this list, but upon further reflection, it’s clear that there is literally nothing there that would be open on the weekends. The decline at 5 Ave.-53rd St. is pretty extreme considering that MOMA is down the block, but clearly, the museum-goers aren’t taking the E train there on the weekends. Fulton St. is another station with a huge decline. The weekend numbers are still impressive, but that two-thirds drop is extreme, especially considering the expense of the Transit Center that will ideally attract more people during off-peak hours.

Now, Sunday. It’s an awfully similar chart, and even fewer people head to Fulton St. on Sunday.

Station	Weekday	Sunday	Percent
33 St-Rawson St (7)	13,587	1,530	11
Hunters Point Av (7)	6,113	809	13
5 Av-53 St (E,M)	23,970	3,190	13
Wall St (2,3)	25,559	4,033	16
Pelham Pkwy (5)	3,236	540	17
Morris Park (5)	1,966	403	20
Eastchester-Dyre Av (5)	4,603	991	22
Fulton St (A,C,J,Z,2,3,4,5)	63,203	14,318	23
Wall St (4,5)	22,986	5,219	23
36 St (M,R)	4,340	1,018	23

The numbers for Wall Street are pretty amazing really. This 2/3 station with its tiny platform sees over 25,000 entries on a typical weekday but only 9400 over the two days of the weekend combined. No matter how much the city pushes residential life in Lower Manhattan, the Financial District has seemingly remained stubbornly immune to it. It’s just your typical urban business center from which the population vanishes at 5 p.m. on Friday.

Outside of the top ten, other notables include Grand Central, which sees a decline of 63 percent on Saturday and 72 percent on Sunday over a typical weekday. Even with a decline of over 100,000 riders, the station still sees 41,000 passengers on Sunday. Similarly, Bryant Park dips from over 50,000 per weekday to 20,000 on a Saturday and just under 15,000 for Sunday. Just something to chew on.

April 13, 2012 25 comments

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