Showing posts with label Nationwide. Show all posts
Showing posts with label Nationwide. Show all posts

Sunday, February 16, 2014

Prostitution crackdown expands nationwide



The Ministry of Public Security on Sunday urged police nationwide to crack down on prostitution, gambling and drug crimes after the recent exposure of widespread prostitution in Dongguan, Guangdong province.


The ministry urged police to use Dongguan as a lesson and intensify their campaigns against prostitution, gambling and drugs to improve people’s sense of security and satisfaction.


“The ministry attaches great importance to the issue and will resolutely investigate, severely punish and firmly attack the organizers, operators and ‘protective umbrellas’ behind prostitution crimes,” Wen Guohui, a ministry press officer, said on Sunday.


The ministry’s statement followed a report by China Central Television on Feb 9 about prostitution in Dongguan. The report said local police turned a blind eye to the widespread prostitution.


The report triggered a massive crackdown in the city. More than 6,000 police officers swept through hundreds of hotels, saunas and karaoke bars in Dongguan on Feb 9, arresting at least 67 people, shuttering 12 venues and suspending two police chiefs.


The ministry, which sent a panel to Guangdong to supervise the raid, said it will investigate malfeasance and other illegal behavior of any officials involved and punish them no matter who they are.


On Friday, Yan Xiaokang, vice-mayor of Dongguan and head of the city’s public security bureau, was sacked for dereliction of duty.


On Sunday, Party leaders of four local townships in Dongguan — Humen, Houjie, Huangjiang, and Fenggang — also made open apologies. They admitted loopholes in the management and said they will learn from this lesson and fully perform their duties in fighting crimes.


Since the crackdown in Guangdong, police in many other provinces, including Jiangsu, Heilongjiang, Hunan and Shandong, have mounted large-scale campaigns against prostitution and the sex trade.


On Thursday night, 200 police in Nantong, Jiangsu province, raided local karaoke clubs and nightclubs, arresting 100 people suspected of providing sex services.


On the same night, 300 Leiyang police in Hunan province raided hotels, entertainment venues, saunas and websites in a crackdown on sex trade and gambling.


Leiyang police arrested 79 people suspected of their involvement in prostitution and gambling. Police also shut down 22 entertainment venues and seized and destroyed 25 gambling machines.


Earlier on Tuesday, authorities in Harbin, Heilongjiang province, dispatched 4,800 police officers to investigate 2,700 hotels, bathhouses and entertainment places in a similar crackdown.


Xinhua contributed to this story.






Prostitution crackdown expands nationwide

Sunday, February 9, 2014

Mayor: Nationwide Gun Confiscation Is Goal of Mayors Against Illegal Guns


Poughkeepsie, N.Y. mayor says he left the group over confiscation plans


Kit Daniels
Infowars.com
February 7, 2014


A current New York mayor has publicly announced his decision to leave Mayors Against Illegal Guns because the gun control group demands an all-out “confiscation of guns from law-abiding citizens.”


Former New York City mayor Michael Bloomberg co-founded Mayors Against Illegal Guns in 2006 to promote gun control.

Former New York City mayor Michael Bloomberg co-founded Mayors Against Illegal Guns in 2006 to promote gun control.



In an announcement published by his city’s newspaper, Poughkeepsie, N.Y. Mayor John C. Tkazyik said he quit the group after realizing it was simply a vehicle for Michael Bloomberg to “promote his personal gun-control agenda.”


“It did not take long to realize that MAIG’s agenda was much more than ridding felons of illegal guns,” he stated. “Under the guise of helping mayors facing a crime and drug epidemic, MAIG intended to promote confiscation of guns from law-abiding citizens.”


“I don’t believe, never have believed and never will believe that public safety is enhanced by encroaching on our right to bear arms and I will not be a part of any organization that does.”


Tkazyik also pointed out that Chicago’s extremely high crime rates are undeterred by the city’s highly restrictive gun laws.


“Depriving law-abiding citizens of their right to own firearms only makes them more vulnerable,” he added.


Tkazyik’s announcement is a stark contrast to the rhetoric of other politicians who want to grossly violate human rights.


At a gun control event earlier this year, Austin, Texas City Council Member Mike Martinez admitted that gun control is simply a step-by-step process to completely eliminate the Second Amendment.


While pointing at a sign held by a protestor which read “Stop Gun Ban,” Martinez said that “someone needs to inform him that there is no gun ban currently, but because of the work we’re doing today, we will make [his] sign legitimate shortly.”


“So you hang on to that [sign],” he said to a cheering crowd of gun control advocates.


And in a flashback to 1995, Sen. Dianne Feinstein (D-Ca.) told 60 Minutes that she wanted to outright ban all firearms owned by Americans.


“If I could have gotten 51 votes in the Senate of the United States for an outright ban, picking up every one of them … ‘Mr. and Mrs. America, turn them all in,’ I would have done it,” she said.


This is the true intent of gun control, even though many of its advocates whitewash the truth with a variety of propaganda techniques or by just simply being ignorant.


For example, the organizers for the event at which Martinez spoke told reporters that they didn’t want to ban guns even though that is exactly what Martinez demanded in his speech.


Gun control advocates constantly parrot deceptive phrases such as “common sense solutions” and “we don’t want to ban guns” when selling their agenda which will only lead to the complete disarmament of the population by authoritarians.


Fortunately, on the other hand, Mayor Tkazyik is joining an ever-increasing list of public officials who have denounced gun control.


Last month, Detroit’s Police Chief James Craig told reporters that legal gun owners deter crime.


“Coming from California, where it takes an act of Congress to get a concealed weapon permit, I got to Maine, where they give out lots of Carrying Concealed Weapon [permits], and I had a stack of CCW permits I was denying; that was my orientation,” he said. “I changed my orientation real quick; Maine is one of the safest places in America.”


“Clearly, suspects knew that good Americans were armed.”


And last year, Erie Co., N.Y. Sheriff Timothy B. Howard publicly announced that his department would not enforce New York’s latest gun control law, the SAFE Act.


“It’s an unenforceable law and I believe it will ultimately be declared unconstitutional,” he said to reporters. “Do you want law enforcement people that will say ‘I will do this because I’m told to do this, even if I know it’s wrong?’”


It is refreshing to see elected officials serving their constituents while also respecting the Bill of Rights.


This article was posted: Sunday, February 9, 2014 at 9:52 am










Infowars



Mayor: Nationwide Gun Confiscation Is Goal of Mayors Against Illegal Guns

Tuesday, January 7, 2014

Polar air blamed for 21 deaths nationwide



(AP) — Fountains froze over, a 200-foot Ferris wheel in Atlanta shut down, and Southerners had to dig out winter coats, hats and gloves they almost never have to use.


The brutal polar air that has made the Midwest shiver over the past few days spread to the East and the Deep South on Tuesday, shattering records that in some cases had stood for more than a century.


The mercury plunged into the single digits and teens from Boston and New York to Atlanta, Birmingham, Nashville and Little Rock — places where many people don’t know the first thing about extreme cold.


“I didn’t think the South got this cold,” said Marty Williams, a homeless man, originally from Chicago, who took shelter at a church in Atlanta, where it hit a record low of 6 degrees. “That was the main reason for me to come down from up North, from the cold, to get away from all that stuff.”


The morning weather map for the eastern half of the U.S. looked like an algebra worksheet: lots of small, negative numbers. In fact, the Midwest and the East were colder than much of Antarctica.


The cold turned deadly for some: Authorities reported at least 21 cold-related deaths across the country since Sunday, including seven in Illinois, and six in Indiana. At least five people died after collapsing while shoveling snow, while several victims were identified as homeless people who either refused shelter or didn’t make it to a warm haven soon enough to save themselves from the bitter temperatures.


In Missouri on Monday, a 1-year-old boy was killed when the car he was riding in struck a snow plow, and a 20-year-old woman was killed in a separate crash after her car slid on ice and into the path of a tractor-trailer.


In a phenomenon that forecasters said is actually not all that unusual, all 50 states saw freezing temperatures at some point Tuesday. That included Hawaii, where it was 18 degrees atop Mauna Kea, a dormant volcano.


The big chill started in the Midwest over the weekend, caused by a kink in the “polar vortex,” the strong winds that circulate around the North Pole. By Tuesday, the icy air covered about half the country, and records were shattered like icicles up and down the Eastern Seaboard.


It was 1 degree in Reading, Pa., and 2 in Trenton, N.J. New York City plummeted to 4 degrees; the old record for the date was 6, set in 1896.


“It’s brutal out here,” said Spunkiy Jon, who took a break from her sanitation job in New York to smoke a cigarette in the cab of a garbage truck. “Your fingers freeze off after three minutes, your cheeks feel as if you’re going to get windburn, and you work as quick as you can.”


Farther south, Birmingham, Ala., dipped to a low of 7, four degrees colder than the old mark, set in 1970. Huntsville, Ala., dropped to 5, Nashville, Tenn., got down to 2, and Little Rock, Ark., fell to 9. Charlotte, N.C., reached 6 degrees, breaking the 12-degree record that had stood since 1884.


The deep freeze dragged on in the Midwest as well, with the thermometer reaching minus 12 overnight in the Chicago area and 14 below in suburban St. Louis. More than 500 Amtrak passengers were stranded overnight on three Chicago-bound trains that were stopped by blowing and drifting snow in Illinois. Food ran low, but the heat stayed on.


The worst should be over in the next day or two, when the polar vortex is expected to straighten itself out. Warmer weather — that is, near or above freezing — is in the forecast for much of the stricken part of the country.


On Tuesday, many schools and day care centers across the eastern half of the U.S. were closed so that youngsters wouldn’t be exposed to the dangerous cold. Officials opened shelters for the homeless and anyone else who needed a warm place.


With the bitter cold slowing baggage handling and aircraft refueling, airlines canceled more than 2,000 flights in the U.S., bringing the four-day total to more than 11,000.


In New Orleans, which reported a low of 26 degrees, hardware stores ran out of pipe insulation. A pipe burst in an Atlanta suburb and a main road quickly froze over. In downtown Atlanta, a Ferris wheel near Centennial Olympic Park that opened over the summer to give riders a bird’s eye view of the city closed because it was too cold.


Farther south in Pensacola, Fla., a Gulf Coast city better known for its white sand beaches than frost, streets normally filled with joggers, bikers and people walking dogs were deserted early Tuesday. A sign on a bank flashed 19 degrees. Patches of ice sparkled in parking lots where puddles froze overnight.


Monica Anderson and Tommy Howard jumped up and down and blew on their hands while they waited for a bus. Anderson said she couldn’t recall it ever being so cold.


“I’m not used to it. It is best just to stay inside until it gets better,” said Anderson, who had to get out for a doctor’s appointment.


The Lower 48 states, when averaged out, reached a low of 13.8 degrees overnight Monday, according to calculations by Ryan Maue of Weather Bell Analytics. An estimated 190 million people in the U.S. were subjected to the polar vortex’s icy blast.


Farmers worried about their crops.


Diane Cordeau of Kai-Kai Farm in Indiantown, Fla., about 90 miles north of Miami, had to pick her squash and tomatoes Monday to beat the freeze but said her leafy vegetables, such as kale, will be sweeter and tastier because of the cold.


“I’m the queen of lettuce around here, so the colder the better,” said Cordeau, whose farm serves high-end restaurants that request specific produce or organic vegetables.


PJM Interconnection, which operates the power grid that serves more than 61 million people in the Mid-Atlantic, Midwest and South, asked users to conserve electricity because of the cold, especially in the morning and late afternoon.


Across the South, the Tennessee Valley Authority said power demand in the morning reached the second-highest winter peak in the history of the Depression-era utility. Temperatures averaged 4 degrees across the utility’s seven-state region.


In South Carolina, a large utility used 15-minute rolling blackouts to handle demand, but there were no reports of widespread outages in the South.


Natural gas demand in the U.S. set a record Tuesday, eclipsing the mark set a day earlier, according to Jack Weixel, director of energy analysis at Bentek Energy.


In Chicago, it was too cold even for the polar bear at the Lincoln Park Zoo. While polar bears can handle below-zero cold in the wild, Anana was kept inside Monday because she doesn’t have the thick layer of fat that bears typically develop from feeding on seals and whale carcasses.


___


Associated Press writers Steve Karnowski and Amy Forliti in Minneapolis; David Dishneau in Hagerstown, Md.; Brett Zongker in Washington, D.C.; Brett Barrouquere in Louisville, Ky.; Melissa Nelson-Gabriel in Pensacola, Fla.; Suzette Laboy in Indiantown, Fla.; Verena Dobnik in New York; and Kelly P. Kissel in Little Rock, Ark., contributed to this report.


Associated Press



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Top Headlines

Polar air blamed for 21 deaths nationwide

Polar air blamed for 21 deaths nationwide








Icicles hang from a fountain in a front yard Tuesday, Jan. 7, 2014, in Lafayette, La. Bitter cold settled in around Louisiana overnight and into Tuesday morning. (AP Photo/The Lafayette Daily Advertiser, Leslie Westbrook) NO SALES





Icicles hang from a fountain in a front yard Tuesday, Jan. 7, 2014, in Lafayette, La. Bitter cold settled in around Louisiana overnight and into Tuesday morning. (AP Photo/The Lafayette Daily Advertiser, Leslie Westbrook) NO SALES





Gilda Mosely digs her car out from the snow outside her home on Tuesday, Jan. 7, 2014, in Soulard, Mo. Tuesday was the worst cold snap in nearly two decades for Missouri. (AP Photo/St. Louis Post-Dispatch, Laurie Skrivan) EDWARDSVILLE INTELLIGENCER OUT; THE ALTON TELEGRAPH OUT





A car in Western Michigan University parking lot remains buried in snow. The temperature in Kalamazoo remained below zero Tuesday, Jan. 7, 2014. (AP Photo/Kalamazoo Gazette-MLive Media Group, Mark Bugnaski) ALL LOCAL TV OUT; LOCAL TV INTERNET OUT





With temperatures below zero, Brenda Williams, 53, of Charleston, braves the cold to get her haircut downtown Charleston, W.Va.. Her glasses had frosted over and she could barely see. (AP Photo/The Daily Mail, Craig Cunningham)





A pedestrian bundles up and crosses an icy patch on the sidewalk at Georgia State University as a cold Arctic blast brought temperatures down to 6 degrees above zero to shatter cold weather records, on Tuesday, Jan. 7, 2014, in Atlanta. (AP Photo/David Tulis)













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(AP) — Fountains froze over, a 200-foot Ferris wheel in Atlanta shut down, and Southerners had to dig out winter coats, hats and gloves they almost never have to use.


The brutal polar air that has made the Midwest shiver over the past few days spread to the East and the Deep South on Tuesday, shattering records that in some cases had stood for more than a century.


The mercury plunged into the single digits and teens from Boston and New York to Atlanta, Birmingham, Nashville and Little Rock — places where many people don’t know the first thing about extreme cold.


“I didn’t think the South got this cold,” said Marty Williams, a homeless man, originally from Chicago, who took shelter at a church in Atlanta, where it hit a record low of 6 degrees. “That was the main reason for me to come down from up North, from the cold, to get away from all that stuff.”


The morning weather map for the eastern half of the U.S. looked like an algebra worksheet: lots of small, negative numbers. In fact, the Midwest and the East were colder than much of Antarctica.


The cold turned deadly for some: Authorities reported at least 21 cold-related deaths across the country since Sunday, including seven in Illinois, and six in Indiana. At least five people died after collapsing while shoveling snow, while several victims were identified as homeless people who either refused shelter or didn’t make it to a warm haven soon enough to save themselves from the bitter temperatures.


In Missouri on Monday, a 1-year-old boy was killed when the car he was riding in struck a snow plow, and a 20-year-old woman was killed in a separate crash after her car slid on ice and into the path of a tractor-trailer.


In a phenomenon that forecasters said is actually not all that unusual, all 50 states saw freezing temperatures at some point Tuesday. That included Hawaii, where it was 18 degrees atop Mauna Kea, a dormant volcano.


The big chill started in the Midwest over the weekend, caused by a kink in the “polar vortex,” the strong winds that circulate around the North Pole. By Tuesday, the icy air covered about half the country, and records were shattered like icicles up and down the Eastern Seaboard.


It was 1 degree in Reading, Pa., and 2 in Trenton, N.J. New York City plummeted to 4 degrees; the old record for the date was 6, set in 1896.


“It’s brutal out here,” said Spunkiy Jon, who took a break from her sanitation job in New York to smoke a cigarette in the cab of a garbage truck. “Your fingers freeze off after three minutes, your cheeks feel as if you’re going to get windburn, and you work as quick as you can.”


Farther south, Birmingham, Ala., dipped to a low of 7, four degrees colder than the old mark, set in 1970. Huntsville, Ala., dropped to 5, Nashville, Tenn., got down to 2, and Little Rock, Ark., fell to 9. Charlotte, N.C., reached 6 degrees, breaking the 12-degree record that had stood since 1884.


The deep freeze dragged on in the Midwest as well, with the thermometer reaching minus 12 overnight in the Chicago area and 14 below in suburban St. Louis. More than 500 Amtrak passengers were stranded overnight on three Chicago-bound trains that were stopped by blowing and drifting snow in Illinois. Food ran low, but the heat stayed on.


The worst should be over in the next day or two, when the polar vortex is expected to straighten itself out. Warmer weather — that is, near or above freezing — is in the forecast for much of the stricken part of the country.


On Tuesday, many schools and day care centers across the eastern half of the U.S. were closed so that youngsters wouldn’t be exposed to the dangerous cold. Officials opened shelters for the homeless and anyone else who needed a warm place.


With the bitter cold slowing baggage handling and aircraft refueling, airlines canceled more than 2,000 flights in the U.S., bringing the four-day total to more than 11,000.


In New Orleans, which reported a low of 26 degrees, hardware stores ran out of pipe insulation. A pipe burst in an Atlanta suburb and a main road quickly froze over. In downtown Atlanta, a Ferris wheel near Centennial Olympic Park that opened over the summer to give riders a bird’s eye view of the city closed because it was too cold.


Farther south in Pensacola, Fla., a Gulf Coast city better known for its white sand beaches than frost, streets normally filled with joggers, bikers and people walking dogs were deserted early Tuesday. A sign on a bank flashed 19 degrees. Patches of ice sparkled in parking lots where puddles froze overnight.


Monica Anderson and Tommy Howard jumped up and down and blew on their hands while they waited for a bus. Anderson said she couldn’t recall it ever being so cold.


“I’m not used to it. It is best just to stay inside until it gets better,” said Anderson, who had to get out for a doctor’s appointment.


The Lower 48 states, when averaged out, reached a low of 13.8 degrees overnight Monday, according to calculations by Ryan Maue of Weather Bell Analytics. An estimated 190 million people in the U.S. were subjected to the polar vortex’s icy blast.


Farmers worried about their crops.


Diane Cordeau of Kai-Kai Farm in Indiantown, Fla., about 90 miles north of Miami, had to pick her squash and tomatoes Monday to beat the freeze but said her leafy vegetables, such as kale, will be sweeter and tastier because of the cold.


“I’m the queen of lettuce around here, so the colder the better,” said Cordeau, whose farm serves high-end restaurants that request specific produce or organic vegetables.


PJM Interconnection, which operates the power grid that serves more than 61 million people in t Mid-Atlantic, Midwest and South, asked users to conserve electricity because of the cold, especially in the morning and late afternoon.


Across the South, the Tennessee Valley Authority said power demand in the morning reached the second-highest winter peak in the history of the Depression-era utility. Temperatures averaged 4 degrees across the utility’s seven-state region.


In South Carolina, a large utility used 15-minute rolling blackouts to handle demand, but there were no reports of widespread outages in the South.


Natural gas demand in the U.S. set a record Tuesday, eclipsing the mark set a day earlier, according to Jack Weixel, director of energy analysis at Bentek Energy.


In Chicago, it was too cold even for the polar bear at the Lincoln Park Zoo. While polar bears can handle below-zero cold in the wild, Anana was kept inside Monday because she doesn’t have the thick layer of fat that bears typically develop from feeding on seals and whale carcasses.


___


Associated Press writers Steve Karnowski and Amy Forliti in Minneapolis; David Dishneau in Hagerstown, Md.; Brett Zongker in Washington, D.C.; Brett Barrouquere in Louisville, Ky.; Melissa Nelson-Gabriel in Pensacola, Fla.; Suzette Laboy in Indiantown, Fla.; Verena Donik in New York; and Kelly P. Kissel in Little Rock, Ark., contributed to this report.


Associated Press




Top Headlines



Polar air blamed for 21 deaths nationwide

Monday, December 23, 2013

Sunday, August 4, 2013

2 Weeks Ago, a Huge Solar Flare Almost Knocked Out Power Nationwide


… Which Could Have Caused Nuclear Meltdowns from Coast-to-Coast


Washington’s Blog
August 4, 2013


Whew … That Was Close


We’ve sounded the alarm for years that a large solar flare – like the one we had in 1859 – could cause worldwide nuclear meltdowns … and numerous other problems.


2 weeks ago, we just barely dodged the bullet.


Washington Examiner reports:



The earth barely missed taking a massive solar punch in the teeth two weeks ago, an “electromagnetic pulse” so big that it could have knocked out power, cars and iPhones throughout the United States.


Two EMP experts told Secrets that the EMP flashed through earth’s typical orbit around the sun about two weeks before the planet got there.


The world escaped an EMP catastrophe,” said Henry Cooper, who lead strategic arms negotiations with the Soviet Union under President Reagan, and who now heads High Frontier, a group pushing for missile defense.


“There had been a near-miss about two weeks ago, a Carrington-class coronal mass ejection crossed the orbit of the Earth and basically just missed us,” said Peter Vincent Pry, who served on the Congressional EMP Threat Commission from 2001-2008. He was referring to the 1859 EMP named after astronomer Richard Carrington that melted telegraph lines in Europe and North America.


Basically this is a Russian roulette thing,” added Pry. “We narrowly escape from a Carrington-class disaster.”


Pry, Cooper, and former CIA Director James Woolsey have been recently demanding that Washington prepare the nation’s electric grid for an EMP, either from the sun or an enemy’s nuclear bomb. They want the 2,000-3,000 transformers in the grid protected with a high-tech metal box and spares ready to rebuild the system. Woolsey said knocking out just 20 would shut down electricity to parts of the nation “for a long time.”


But Washington is giving them the cold shoulder, especially the administration. Woolsey told Secrets that some in Congress are interested in the issue, but the administration is just in the “beginnings” of paying attention.


***


The EMP effect is not rare. One occurred in Canada in 1989, knocking out Quebec’s electric transmission system. And North Korea is reportedly testing a device to attack the U.S. with an EMP attack.


The trio appeared at an event in Washington this week, but Pry said getting the nation’s leaders interested in the issue is difficult and educating the public about EMP hard too. “The education curve isn’t going up fast enough,” he said.



It would cost a pittance to protect our nuclear plants from such a flare.


But it’s hard to get politicians’ attention when they’re focused on throwing money at corporate welfare queens, insane military and security boondoggles and pork, harmful quantitative easing, unnecessarynuclear subsidies, the failed war on drugs, and other frivolities.


This article was posted: Sunday, August 4, 2013 at 4:30 am









Infowars



2 Weeks Ago, a Huge Solar Flare Almost Knocked Out Power Nationwide

Sunday, June 2, 2013

Ending Bikelash: Bicycling Surges Nationwide As Urbanites Support Bike Lanes and Bike-Sharing Programs



Studies show that bike lanes make streets safer for everyone and are better for business.








Former New York mayor Ed Koch envisioned bicycles as vehicles for the future. In 1980, he created experimental bike lanes on 6th and 7th avenues in Manhattan where riders were protected from speeding traffic by asphalt barriers. It was unlike anything most Americans had ever seen, and some people roared their disapproval. Within weeks, the bike lanes were gone.


Twenty-seven years later, New York mayor Michael Bloomberg and his transportation commissioner Janette Sadik-Khan saw the growing ranks of bicyclists on the streets as a key component of 21st-century transportation, and began building protected bike lanes in Manhattan and Brooklyn. They had studied the success of similar projects in Copenhagen and the Netherlands, noting how to make projects more efficient and aesthetically pleasing.


These “green lanes” and pedestrian plazas were an immediate hit, but they ignited a noisy reaction from a small group of well-connected people unhappy about projects in their neighborhoods, including Bloomberg’s former transportation commissioner Iris Weinshall (who happens to be married to Senator Chuck Schumer). Lawsuits were filed while New York Post and Daily News columnists thundered about the inconvenience to motorists and supposed dangers to pedestrians. New York magazine declared the situation a “Bikelash” on its cover. 


Pressure mounted on Bloomberg to sack Sadik-Khan and rip out the green lanes. Anthony Weiner, then a Queens congressman and mayoral hopeful, told Bloomberg he would spend his first year as mayor attending “a bunch of ribbon cuttings tearing out your [expletive] bike lanes.” Bicyclists everywhere braced themselves for a setback, which would once again slow progress toward safer streets in New York and around the continent.  


Now two years later, Sadik-Khan is still very much the commissioner, despite the fact that the lawsuit is still in the works. Bike lanes continue appearing across the city, including 11.3 new miles of green lanes last year alone, and New York City has launched the most ambitious bike-share program in U.S. history.


Two-thirds of New Yorkers call bike lanes a good idea in the most recent New York Times poll, compared to only 27 percent who oppose them. All of the major candidates to replace Bloomberg as mayor expressed support for bicycling at a recent forum, notes Paul Steely White, executive director of the local group Transportation Alternatives.


“Bike lanes are the new normal in New York,” White says. “People in East Harlem are saying we want bike lanes like those in other parts of town.” 


Bloomberg’s and Sadik-Khan’s biggest idea to improve New York has now hit the streets: the CitiBike bike-sharing system, the largest in North America with 6,000 bikes available at 330 stations in Manhattan and Brooklyn.


What rallied the public around bicycling? “It was a combination of things,” reports Ben Fried, who chronicled the debate as editor of Streetsblog, a web magazine covering transportation in New York. First, independent polls debunked the myth that New Yorkers disliked bike lanes. “Actually a strong majority from throughout the city supported them.” 


Fried also credits neighborhood leaders and bicyclists with mobilizing grassroots support for bike lanes, both online and at public meetings. “In the end, politicians need to see that bike lanes are a win for them.”


Janette Sadik-Khan underscores that the bike-share program is already a success, as 25,000 people have already paid for annual memberships and 31,000 trips have been taken by New Yorkers for a combined 87,000 miles—a third of the way to the moon! Sadik-khan told AlterNet that one of her happiest moments was riding up First Avenue on launch day (Memorial Day): “Three cabbies stopped and asked me about the program and then gave me a thumbs up…that certainly hasn"t happened with the previous projects….It"s really a phenomenon to see the community aspect gel so nicely. So many people interacting with big smiles on their faces and showing how the system can thrive. It"s really social transportation.”


Pressure for new biking facilities came also from business leaders who see better biking conditions as an asset for their companies. High-tech executives at 33 firms—including Foursquare, Meetup and Tumblr—urged Bloomberg to implement the bikeshare system “as a way to attract and retain the investment and talent for New York City to remain competitive.” The Hearst Corporation recently announced it will pay employees’ cost to join the CitiBikes program. “It’s a cool New York thing to do and good for fitness,” says Hearst spokesperson Lisa Bagley. “Our decision is driven by what our employees are interested in.”


Tim Blumenthal, president of PeopleForBikes and the sister Green Lane Project, stresses, “Bike issues need to be framed in the context of what they mean to the city, not just what they mean to people who bike. In New York City, for example, more green lanes, better bikeway networks, and the new CitiBike system will benefit all residents and visitors by reducing traffic, noise and air pollution–making city life a little less frenetic for everyone.”


This all represents good news for cities coast-to-coast. “If you can do it here, you can do it anywhere,” says White, paraphrasing the old song “New York, New York.” Other communities will no doubt face their own version of bikelash, but the high-profile debate in New York over bike lanes highlights two key assets of protected green lanes:


1.Bike lanes create safer streets for everyone. “It’s the safety stats that carried the day,” notes Streetsblog editor Ben Fried. “They’re pretty indisputable.” Crashes for all road users (drivers, pedestrians and bicyclists) on streets with green lanes drop on average by 40 percent, and sometimes as much as 50 percent, according to a memorandum from Deputy New York Mayor Howard Wolfson. Green lanes also lead to significantly fewer bicyclists riding on sidewalks.


2.Bike lanes are good for business.Shop owners are sometimes zealous opponents of bike lanes, which they claim will suffocate business by reducing traffic and eliminating parking. Yet businesses on 9th Avenue, the first major green lane in the city, saw a 49 percent rise in retail sales, compared to 3 percent across Manhattan as a whole, according to research by the New York City Department of Transportation. Another study of consumer patterns by Portland State University researchers, found that shoppers who arrive by bicycle spend 24 percent more at stores per month than those who drive.


New and unfamiliar ideas like green lanes always spark opposition, at first. “Pushback is inevitable,” Fried says. “It doesn’t mean the project is flawed. Once it’s built, the constituency for it will grow.”


Complaints about a “war on cars” have echoed around Seattle from a small but persistent chorus opposed to bike lanes. In response, the Cascade Bicycle Club commissioned a poll of Seattle voters (conducted by the independent research firm FM3 using a scientifically rigorous sample of 400 respondents), which found that 79 percent view bicyclists favorably, 73 percent want to see more protected green lanes, 59 percent support “replacing roads and some on-street parking” to build green lanes,” and only 31 percent believe Seattle is “waging a war on cars.”


(Green lanes in Washington, DC have also been denounced as a “war on cars,” even though only 1 percent of Washington"s roads are dedicated to bicyclists, according to computations by Washington City Paper reporter Aaron Wiener.)


In Chicago, there’s no organized opposition to Mayor Rahm Emanuel’s vision of boosting the city’s economy by providing 100 miles of green lanes and 550 more of on-street bike lanes. More than 16 miles of green lanes were built in 2012. One project on the South Side, however, did raise aesthetic concerns about historic Martin Luther King Drive, which was solved by shifting the protected green lane to a parallel street and adding buffered bike lanes (wide swaths of paint) to King Drive. The community engagement process around this issue resulted in neighbors forming the Bronzeville Bicycling Initiative to encourage more people to bike in this historically African-American community.


However Chicago Tribune columnist John Kass rouses emotions with his warnings that the mayor’s plans “foreshadow the day that cars will be illegal.” He also targets “little bike people” as “free riders” who don’t pay to keep up the roads and as scofflaws who defy traffic laws.


Ron Burke of the Active Transportation Alliance regards “little bike people” as a compliment, noting “how little space we take up on the roadway, how little wear and tear we cause, and how little our facilities cost within the grand scheme of transportation spending.”


Burke agrees with Kass that bicyclists who endanger other people should be ticketed, but deconstructs his claim that motorists pay their own way on the streets. Between 24 and 38 percent of total road costs in Illinois are not covered by user fees such as gas taxes and vehicle stickers, even when you count federal funding as user fees, Burke explains, citing a study from the Environmental Law & Policy Center.


The Tribune"s John Kass is one of a number of commentators across the country who regularly target bikes and bicyclists. After New York Daily News columnist Denis Hamill wrote, “I hate bike lanes…they are steering some people like me to road rage,” one reader responded, “All I hear is an old man yelling, ‘Get off my lawn.’”


 

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Ending Bikelash: Bicycling Surges Nationwide As Urbanites Support Bike Lanes and Bike-Sharing Programs

Ending Bikelash: Bicycling Surges Nationwide As Urbanites Support Bike Lanes and Bike-Sharing Programs



Studies show that bike lanes make streets safer for everyone and are better for business.








Former New York mayor Ed Koch envisioned bicycles as vehicles for the future. In 1980, he created experimental bike lanes on 6th and 7th avenues in Manhattan where riders were protected from speeding traffic by asphalt barriers. It was unlike anything most Americans had ever seen, and some people roared their disapproval. Within weeks, the bike lanes were gone.


Twenty-seven years later, New York mayor Michael Bloomberg and his transportation commissioner Janette Sadik-Khan saw the growing ranks of bicyclists on the streets as a key component of 21st-century transportation, and began building protected bike lanes in Manhattan and Brooklyn. They had studied the success of similar projects in Copenhagen and the Netherlands, noting how to make projects more efficient and aesthetically pleasing.


These “green lanes” and pedestrian plazas were an immediate hit, but they ignited a noisy reaction from a small group of well-connected people unhappy about projects in their neighborhoods, including Bloomberg’s former transportation commissioner Iris Weinshall (who happens to be married to Senator Chuck Schumer). Lawsuits were filed while New York Post and Daily News columnists thundered about the inconvenience to motorists and supposed dangers to pedestrians. New York magazine declared the situation a “Bikelash” on its cover. 


Pressure mounted on Bloomberg to sack Sadik-Khan and rip out the green lanes. Anthony Weiner, then a Queens congressman and mayoral hopeful, told Bloomberg he would spend his first year as mayor attending “a bunch of ribbon cuttings tearing out your [expletive] bike lanes.” Bicyclists everywhere braced themselves for a setback, which would once again slow progress toward safer streets in New York and around the continent.  


Now two years later, Sadik-Khan is still very much the commissioner, despite the fact that the lawsuit is still in the works. Bike lanes continue appearing across the city, including 11.3 new miles of green lanes last year alone, and New York City has launched the most ambitious bike-share program in U.S. history.


Two-thirds of New Yorkers call bike lanes a good idea in the most recent New York Times poll, compared to only 27 percent who oppose them. All of the major candidates to replace Bloomberg as mayor expressed support for bicycling at a recent forum, notes Paul Steely White, executive director of the local group Transportation Alternatives.


“Bike lanes are the new normal in New York,” White says. “People in East Harlem are saying we want bike lanes like those in other parts of town.” 


Bloomberg’s and Sadik-Khan’s biggest idea to improve New York has now hit the streets: the CitiBike bike-sharing system, the largest in North America with 6,000 bikes available at 330 stations in Manhattan and Brooklyn.


What rallied the public around bicycling? “It was a combination of things,” reports Ben Fried, who chronicled the debate as editor of Streetsblog, a web magazine covering transportation in New York. First, independent polls debunked the myth that New Yorkers disliked bike lanes. “Actually a strong majority from throughout the city supported them.” 


Fried also credits neighborhood leaders and bicyclists with mobilizing grassroots support for bike lanes, both online and at public meetings. “In the end, politicians need to see that bike lanes are a win for them.”


Janette Sadik-Khan underscores that the bike-share program is already a success, as 25,000 people have already paid for annual memberships and 31,000 trips have been taken by New Yorkers for a combined 87,000 miles—a third of the way to the moon! Sadik-khan told AlterNet that one of her happiest moments was riding up First Avenue on launch day (Memorial Day): “Three cabbies stopped and asked me about the program and then gave me a thumbs up…that certainly hasn"t happened with the previous projects….It"s really a phenomenon to see the community aspect gel so nicely. So many people interacting with big smiles on their faces and showing how the system can thrive. It"s really social transportation.”


Pressure for new biking facilities came also from business leaders who see better biking conditions as an asset for their companies. High-tech executives at 33 firms—including Foursquare, Meetup and Tumblr—urged Bloomberg to implement the bikeshare system “as a way to attract and retain the investment and talent for New York City to remain competitive.” The Hearst Corporation recently announced it will pay employees’ cost to join the CitiBikes program. “It’s a cool New York thing to do and good for fitness,” says Hearst spokesperson Lisa Bagley. “Our decision is driven by what our employees are interested in.”


Tim Blumenthal, president of PeopleForBikes and the sister Green Lane Project, stresses, “Bike issues need to be framed in the context of what they mean to the city, not just what they mean to people who bike. In New York City, for example, more green lanes, better bikeway networks, and the new CitiBike system will benefit all residents and visitors by reducing traffic, noise and air pollution–making city life a little less frenetic for everyone.”


This all represents good news for cities coast-to-coast. “If you can do it here, you can do it anywhere,” says White, paraphrasing the old song “New York, New York.” Other communities will no doubt face their own version of bikelash, but the high-profile debate in New York over bike lanes highlights two key assets of protected green lanes:


1.Bike lanes create safer streets for everyone. “It’s the safety stats that carried the day,” notes Streetsblog editor Ben Fried. “They’re pretty indisputable.” Crashes for all road users (drivers, pedestrians and bicyclists) on streets with green lanes drop on average by 40 percent, and sometimes as much as 50 percent, according to a memorandum from Deputy New York Mayor Howard Wolfson. Green lanes also lead to significantly fewer bicyclists riding on sidewalks.


2.Bike lanes are good for business.Shop owners are sometimes zealous opponents of bike lanes, which they claim will suffocate business by reducing traffic and eliminating parking. Yet businesses on 9th Avenue, the first major green lane in the city, saw a 49 percent rise in retail sales, compared to 3 percent across Manhattan as a whole, according to research by the New York City Department of Transportation. Another study of consumer patterns by Portland State University researchers, found that shoppers who arrive by bicycle spend 24 percent more at stores per month than those who drive.


New and unfamiliar ideas like green lanes always spark opposition, at first. “Pushback is inevitable,” Fried says. “It doesn’t mean the project is flawed. Once it’s built, the constituency for it will grow.”


Complaints about a “war on cars” have echoed around Seattle from a small but persistent chorus opposed to bike lanes. In response, the Cascade Bicycle Club commissioned a poll of Seattle voters (conducted by the independent research firm FM3 using a scientifically rigorous sample of 400 respondents), which found that 79 percent view bicyclists favorably, 73 percent want to see more protected green lanes, 59 percent support “replacing roads and some on-street parking” to build green lanes,” and only 31 percent believe Seattle is “waging a war on cars.”


(Green lanes in Washington, DC have also been denounced as a “war on cars,” even though only 1 percent of Washington"s roads are dedicated to bicyclists, according to computations by Washington City Paper reporter Aaron Wiener.)


In Chicago, there’s no organized opposition to Mayor Rahm Emanuel’s vision of boosting the city’s economy by providing 100 miles of green lanes and 550 more of on-street bike lanes. More than 16 miles of green lanes were built in 2012. One project on the South Side, however, did raise aesthetic concerns about historic Martin Luther King Drive, which was solved by shifting the protected green lane to a parallel street and adding buffered bike lanes (wide swaths of paint) to King Drive. The community engagement process around this issue resulted in neighbors forming the Bronzeville Bicycling Initiative to encourage more people to bike in this historically African-American community.


However Chicago Tribune columnist John Kass rouses emotions with his warnings that the mayor’s plans “foreshadow the day that cars will be illegal.” He also targets “little bike people” as “free riders” who don’t pay to keep up the roads and as scofflaws who defy traffic laws.


Ron Burke of the Active Transportation Alliance regards “little bike people” as a compliment, noting “how little space we take up on the roadway, how little wear and tear we cause, and how little our facilities cost within the grand scheme of transportation spending.”


Burke agrees with Kass that bicyclists who endanger other people should be ticketed, but deconstructs his claim that motorists pay their own way on the streets. Between 24 and 38 percent of total road costs in Illinois are not covered by user fees such as gas taxes and vehicle stickers, even when you count federal funding as user fees, Burke explains, citing a study from the Environmental Law & Policy Center.


The Tribune"s John Kass is one of a number of commentators across the country who regularly target bikes and bicyclists. After New York Daily News columnist Denis Hamill wrote, “I hate bike lanes…they are steering some people like me to road rage,” one reader responded, “All I hear is an old man yelling, ‘Get off my lawn.’”


 

Related Stories


AlterNet.org Main RSS Feed



Ending Bikelash: Bicycling Surges Nationwide As Urbanites Support Bike Lanes and Bike-Sharing Programs

Ending Bikelash: Bicycling Surges Nationwide As Urbanites Support Bike Lanes and Bike-Sharing Programs



Studies show that bike lanes make streets safer for everyone and are better for business.








Former New York mayor Ed Koch envisioned bicycles as vehicles for the future. In 1980, he created experimental bike lanes on 6th and 7th avenues in Manhattan where riders were protected from speeding traffic by asphalt barriers. It was unlike anything most Americans had ever seen, and some people roared their disapproval. Within weeks, the bike lanes were gone.


Twenty-seven years later, New York mayor Michael Bloomberg and his transportation commissioner Janette Sadik-Khan saw the growing ranks of bicyclists on the streets as a key component of 21st-century transportation, and began building protected bike lanes in Manhattan and Brooklyn. They had studied the success of similar projects in Copenhagen and the Netherlands, noting how to make projects more efficient and aesthetically pleasing.


These “green lanes” and pedestrian plazas were an immediate hit, but they ignited a noisy reaction from a small group of well-connected people unhappy about projects in their neighborhoods, including Bloomberg’s former transportation commissioner Iris Weinshall (who happens to be married to Senator Chuck Schumer). Lawsuits were filed while New York Post and Daily News columnists thundered about the inconvenience to motorists and supposed dangers to pedestrians. New York magazine declared the situation a “Bikelash” on its cover. 


Pressure mounted on Bloomberg to sack Sadik-Khan and rip out the green lanes. Anthony Weiner, then a Queens congressman and mayoral hopeful, told Bloomberg he would spend his first year as mayor attending “a bunch of ribbon cuttings tearing out your [expletive] bike lanes.” Bicyclists everywhere braced themselves for a setback, which would once again slow progress toward safer streets in New York and around the continent.  


Now two years later, Sadik-Khan is still very much the commissioner, despite the fact that the lawsuit is still in the works. Bike lanes continue appearing across the city, including 11.3 new miles of green lanes last year alone, and New York City has launched the most ambitious bike-share program in U.S. history.


Two-thirds of New Yorkers call bike lanes a good idea in the most recent New York Times poll, compared to only 27 percent who oppose them. All of the major candidates to replace Bloomberg as mayor expressed support for bicycling at a recent forum, notes Paul Steely White, executive director of the local group Transportation Alternatives.


“Bike lanes are the new normal in New York,” White says. “People in East Harlem are saying we want bike lanes like those in other parts of town.” 


Bloomberg’s and Sadik-Khan’s biggest idea to improve New York has now hit the streets: the CitiBike bike-sharing system, the largest in North America with 6,000 bikes available at 330 stations in Manhattan and Brooklyn.


What rallied the public around bicycling? “It was a combination of things,” reports Ben Fried, who chronicled the debate as editor of Streetsblog, a web magazine covering transportation in New York. First, independent polls debunked the myth that New Yorkers disliked bike lanes. “Actually a strong majority from throughout the city supported them.” 


Fried also credits neighborhood leaders and bicyclists with mobilizing grassroots support for bike lanes, both online and at public meetings. “In the end, politicians need to see that bike lanes are a win for them.”


Janette Sadik-Khan underscores that the bike-share program is already a success, as 25,000 people have already paid for annual memberships and 31,000 trips have been taken by New Yorkers for a combined 87,000 miles—a third of the way to the moon! Sadik-khan told AlterNet that one of her happiest moments was riding up First Avenue on launch day (Memorial Day): “Three cabbies stopped and asked me about the program and then gave me a thumbs up…that certainly hasn"t happened with the previous projects….It"s really a phenomenon to see the community aspect gel so nicely. So many people interacting with big smiles on their faces and showing how the system can thrive. It"s really social transportation.”


Pressure for new biking facilities came also from business leaders who see better biking conditions as an asset for their companies. High-tech executives at 33 firms—including Foursquare, Meetup and Tumblr—urged Bloomberg to implement the bikeshare system “as a way to attract and retain the investment and talent for New York City to remain competitive.” The Hearst Corporation recently announced it will pay employees’ cost to join the CitiBikes program. “It’s a cool New York thing to do and good for fitness,” says Hearst spokesperson Lisa Bagley. “Our decision is driven by what our employees are interested in.”


Tim Blumenthal, president of PeopleForBikes and the sister Green Lane Project, stresses, “Bike issues need to be framed in the context of what they mean to the city, not just what they mean to people who bike. In New York City, for example, more green lanes, better bikeway networks, and the new CitiBike system will benefit all residents and visitors by reducing traffic, noise and air pollution–making city life a little less frenetic for everyone.”


This all represents good news for cities coast-to-coast. “If you can do it here, you can do it anywhere,” says White, paraphrasing the old song “New York, New York.” Other communities will no doubt face their own version of bikelash, but the high-profile debate in New York over bike lanes highlights two key assets of protected green lanes:


1.Bike lanes create safer streets for everyone. “It’s the safety stats that carried the day,” notes Streetsblog editor Ben Fried. “They’re pretty indisputable.” Crashes for all road users (drivers, pedestrians and bicyclists) on streets with green lanes drop on average by 40 percent, and sometimes as much as 50 percent, according to a memorandum from Deputy New York Mayor Howard Wolfson. Green lanes also lead to significantly fewer bicyclists riding on sidewalks.


2.Bike lanes are good for business.Shop owners are sometimes zealous opponents of bike lanes, which they claim will suffocate business by reducing traffic and eliminating parking. Yet businesses on 9th Avenue, the first major green lane in the city, saw a 49 percent rise in retail sales, compared to 3 percent across Manhattan as a whole, according to research by the New York City Department of Transportation. Another study of consumer patterns by Portland State University researchers, found that shoppers who arrive by bicycle spend 24 percent more at stores per month than those who drive.


New and unfamiliar ideas like green lanes always spark opposition, at first. “Pushback is inevitable,” Fried says. “It doesn’t mean the project is flawed. Once it’s built, the constituency for it will grow.”


Complaints about a “war on cars” have echoed around Seattle from a small but persistent chorus opposed to bike lanes. In response, the Cascade Bicycle Club commissioned a poll of Seattle voters (conducted by the independent research firm FM3 using a scientifically rigorous sample of 400 respondents), which found that 79 percent view bicyclists favorably, 73 percent want to see more protected green lanes, 59 percent support “replacing roads and some on-street parking” to build green lanes,” and only 31 percent believe Seattle is “waging a war on cars.”


(Green lanes in Washington, DC have also been denounced as a “war on cars,” even though only 1 percent of Washington"s roads are dedicated to bicyclists, according to computations by Washington City Paper reporter Aaron Wiener.)


In Chicago, there’s no organized opposition to Mayor Rahm Emanuel’s vision of boosting the city’s economy by providing 100 miles of green lanes and 550 more of on-street bike lanes. More than 16 miles of green lanes were built in 2012. One project on the South Side, however, did raise aesthetic concerns about historic Martin Luther King Drive, which was solved by shifting the protected green lane to a parallel street and adding buffered bike lanes (wide swaths of paint) to King Drive. The community engagement process around this issue resulted in neighbors forming the Bronzeville Bicycling Initiative to encourage more people to bike in this historically African-American community.


However Chicago Tribune columnist John Kass rouses emotions with his warnings that the mayor’s plans “foreshadow the day that cars will be illegal.” He also targets “little bike people” as “free riders” who don’t pay to keep up the roads and as scofflaws who defy traffic laws.


Ron Burke of the Active Transportation Alliance regards “little bike people” as a compliment, noting “how little space we take up on the roadway, how little wear and tear we cause, and how little our facilities cost within the grand scheme of transportation spending.”


Burke agrees with Kass that bicyclists who endanger other people should be ticketed, but deconstructs his claim that motorists pay their own way on the streets. Between 24 and 38 percent of total road costs in Illinois are not covered by user fees such as gas taxes and vehicle stickers, even when you count federal funding as user fees, Burke explains, citing a study from the Environmental Law & Policy Center.


The Tribune"s John Kass is one of a number of commentators across the country who regularly target bikes and bicyclists. After New York Daily News columnist Denis Hamill wrote, “I hate bike lanes…they are steering some people like me to road rage,” one reader responded, “All I hear is an old man yelling, ‘Get off my lawn.’”


 

Related Stories


AlterNet.org Main RSS Feed



Ending Bikelash: Bicycling Surges Nationwide As Urbanites Support Bike Lanes and Bike-Sharing Programs

Ending Bikelash: Bicycling Surges Nationwide As Urbanites Support Bike Lanes and Bike-Sharing Programs



Studies show that bike lanes make streets safer for everyone and are better for business.








Former New York mayor Ed Koch envisioned bicycles as vehicles for the future. In 1980, he created experimental bike lanes on 6th and 7th avenues in Manhattan where riders were protected from speeding traffic by asphalt barriers. It was unlike anything most Americans had ever seen, and some people roared their disapproval. Within weeks, the bike lanes were gone.


Twenty-seven years later, New York mayor Michael Bloomberg and his transportation commissioner Janette Sadik-Khan saw the growing ranks of bicyclists on the streets as a key component of 21st-century transportation, and began building protected bike lanes in Manhattan and Brooklyn. They had studied the success of similar projects in Copenhagen and the Netherlands, noting how to make projects more efficient and aesthetically pleasing.


These “green lanes” and pedestrian plazas were an immediate hit, but they ignited a noisy reaction from a small group of well-connected people unhappy about projects in their neighborhoods, including Bloomberg’s former transportation commissioner Iris Weinshall (who happens to be married to Senator Chuck Schumer). Lawsuits were filed while New York Post and Daily News columnists thundered about the inconvenience to motorists and supposed dangers to pedestrians. New York magazine declared the situation a “Bikelash” on its cover. 


Pressure mounted on Bloomberg to sack Sadik-Khan and rip out the green lanes. Anthony Weiner, then a Queens congressman and mayoral hopeful, told Bloomberg he would spend his first year as mayor attending “a bunch of ribbon cuttings tearing out your [expletive] bike lanes.” Bicyclists everywhere braced themselves for a setback, which would once again slow progress toward safer streets in New York and around the continent.  


Now two years later, Sadik-Khan is still very much the commissioner, despite the fact that the lawsuit is still in the works. Bike lanes continue appearing across the city, including 11.3 new miles of green lanes last year alone, and New York City has launched the most ambitious bike-share program in U.S. history.


Two-thirds of New Yorkers call bike lanes a good idea in the most recent New York Times poll, compared to only 27 percent who oppose them. All of the major candidates to replace Bloomberg as mayor expressed support for bicycling at a recent forum, notes Paul Steely White, executive director of the local group Transportation Alternatives.


“Bike lanes are the new normal in New York,” White says. “People in East Harlem are saying we want bike lanes like those in other parts of town.” 


Bloomberg’s and Sadik-Khan’s biggest idea to improve New York has now hit the streets: the CitiBike bike-sharing system, the largest in North America with 6,000 bikes available at 330 stations in Manhattan and Brooklyn.


What rallied the public around bicycling? “It was a combination of things,” reports Ben Fried, who chronicled the debate as editor of Streetsblog, a web magazine covering transportation in New York. First, independent polls debunked the myth that New Yorkers disliked bike lanes. “Actually a strong majority from throughout the city supported them.” 


Fried also credits neighborhood leaders and bicyclists with mobilizing grassroots support for bike lanes, both online and at public meetings. “In the end, politicians need to see that bike lanes are a win for them.”


Janette Sadik-Khan underscores that the bike-share program is already a success, as 25,000 people have already paid for annual memberships and 31,000 trips have been taken by New Yorkers for a combined 87,000 miles—a third of the way to the moon! Sadik-khan told AlterNet that one of her happiest moments was riding up First Avenue on launch day (Memorial Day): “Three cabbies stopped and asked me about the program and then gave me a thumbs up…that certainly hasn"t happened with the previous projects….It"s really a phenomenon to see the community aspect gel so nicely. So many people interacting with big smiles on their faces and showing how the system can thrive. It"s really social transportation.”


Pressure for new biking facilities came also from business leaders who see better biking conditions as an asset for their companies. High-tech executives at 33 firms—including Foursquare, Meetup and Tumblr—urged Bloomberg to implement the bikeshare system “as a way to attract and retain the investment and talent for New York City to remain competitive.” The Hearst Corporation recently announced it will pay employees’ cost to join the CitiBikes program. “It’s a cool New York thing to do and good for fitness,” says Hearst spokesperson Lisa Bagley. “Our decision is driven by what our employees are interested in.”


Tim Blumenthal, president of PeopleForBikes and the sister Green Lane Project, stresses, “Bike issues need to be framed in the context of what they mean to the city, not just what they mean to people who bike. In New York City, for example, more green lanes, better bikeway networks, and the new CitiBike system will benefit all residents and visitors by reducing traffic, noise and air pollution–making city life a little less frenetic for everyone.”


This all represents good news for cities coast-to-coast. “If you can do it here, you can do it anywhere,” says White, paraphrasing the old song “New York, New York.” Other communities will no doubt face their own version of bikelash, but the high-profile debate in New York over bike lanes highlights two key assets of protected green lanes:


1.Bike lanes create safer streets for everyone. “It’s the safety stats that carried the day,” notes Streetsblog editor Ben Fried. “They’re pretty indisputable.” Crashes for all road users (drivers, pedestrians and bicyclists) on streets with green lanes drop on average by 40 percent, and sometimes as much as 50 percent, according to a memorandum from Deputy New York Mayor Howard Wolfson. Green lanes also lead to significantly fewer bicyclists riding on sidewalks.


2.Bike lanes are good for business.Shop owners are sometimes zealous opponents of bike lanes, which they claim will suffocate business by reducing traffic and eliminating parking. Yet businesses on 9th Avenue, the first major green lane in the city, saw a 49 percent rise in retail sales, compared to 3 percent across Manhattan as a whole, according to research by the New York City Department of Transportation. Another study of consumer patterns by Portland State University researchers, found that shoppers who arrive by bicycle spend 24 percent more at stores per month than those who drive.


New and unfamiliar ideas like green lanes always spark opposition, at first. “Pushback is inevitable,” Fried says. “It doesn’t mean the project is flawed. Once it’s built, the constituency for it will grow.”


Complaints about a “war on cars” have echoed around Seattle from a small but persistent chorus opposed to bike lanes. In response, the Cascade Bicycle Club commissioned a poll of Seattle voters (conducted by the independent research firm FM3 using a scientifically rigorous sample of 400 respondents), which found that 79 percent view bicyclists favorably, 73 percent want to see more protected green lanes, 59 percent support “replacing roads and some on-street parking” to build green lanes,” and only 31 percent believe Seattle is “waging a war on cars.”


(Green lanes in Washington, DC have also been denounced as a “war on cars,” even though only 1 percent of Washington"s roads are dedicated to bicyclists, according to computations by Washington City Paper reporter Aaron Wiener.)


In Chicago, there’s no organized opposition to Mayor Rahm Emanuel’s vision of boosting the city’s economy by providing 100 miles of green lanes and 550 more of on-street bike lanes. More than 16 miles of green lanes were built in 2012. One project on the South Side, however, did raise aesthetic concerns about historic Martin Luther King Drive, which was solved by shifting the protected green lane to a parallel street and adding buffered bike lanes (wide swaths of paint) to King Drive. The community engagement process around this issue resulted in neighbors forming the Bronzeville Bicycling Initiative to encourage more people to bike in this historically African-American community.


However Chicago Tribune columnist John Kass rouses emotions with his warnings that the mayor’s plans “foreshadow the day that cars will be illegal.” He also targets “little bike people” as “free riders” who don’t pay to keep up the roads and as scofflaws who defy traffic laws.


Ron Burke of the Active Transportation Alliance regards “little bike people” as a compliment, noting “how little space we take up on the roadway, how little wear and tear we cause, and how little our facilities cost within the grand scheme of transportation spending.”


Burke agrees with Kass that bicyclists who endanger other people should be ticketed, but deconstructs his claim that motorists pay their own way on the streets. Between 24 and 38 percent of total road costs in Illinois are not covered by user fees such as gas taxes and vehicle stickers, even when you count federal funding as user fees, Burke explains, citing a study from the Environmental Law & Policy Center.


The Tribune"s John Kass is one of a number of commentators across the country who regularly target bikes and bicyclists. After New York Daily News columnist Denis Hamill wrote, “I hate bike lanes…they are steering some people like me to road rage,” one reader responded, “All I hear is an old man yelling, ‘Get off my lawn.’”


 

Related Stories


AlterNet.org Main RSS Feed



Ending Bikelash: Bicycling Surges Nationwide As Urbanites Support Bike Lanes and Bike-Sharing Programs