Showing posts with label Surges. Show all posts
Showing posts with label Surges. Show all posts

Sunday, October 13, 2013

Al-Qaida surges back in Iraq, reviving old fears








FILE – In this Oct. 8, 2013 file photo, women walk past the aftermath of a car bomb attack in the mainly Shiite neighborhood of Zafaraniyah in southeastern Baghdad, Iraq. Al-Qaida has come roaring back in Iraq since U.S. troops left in late 2011 and now looks stronger than it has in years. The terror group is capable of carrying out mass-casualty attacks several times a month, driving the death toll in Iraq to the highest level in half a decade. It sees each attack as a way to maintain an atmosphere of chaos that weakens the Shiite-led government’s authority. (AP Photo/Hadi Mizban, File)





FILE – In this Oct. 8, 2013 file photo, women walk past the aftermath of a car bomb attack in the mainly Shiite neighborhood of Zafaraniyah in southeastern Baghdad, Iraq. Al-Qaida has come roaring back in Iraq since U.S. troops left in late 2011 and now looks stronger than it has in years. The terror group is capable of carrying out mass-casualty attacks several times a month, driving the death toll in Iraq to the highest level in half a decade. It sees each attack as a way to maintain an atmosphere of chaos that weakens the Shiite-led government’s authority. (AP Photo/Hadi Mizban, File)





In this Oct. 11, 2013 photo, Nasser Waleed Ali talks during an interview with the Associated Press in Baghdad, Iraq. First came the ball of fire, the man recalled, then the victims’ screams. The suicide bomb blast that knocked him to the ground, peppered him with shrapnel, and killed over 50 was just one of many bearing the stamp of al-Qaida. Aiming to sow instability and looking stronger than in years, the group relentlessly carries out mass-casualty attacks several times a month. Recent prison breaks have bolstered its ranks, and the chaos caused by the civil war in neighboring Syria is fueling its comeback. (AP Photo/Karim Kadim)





The Tigris River snakes its way through Baghdad, Friday, Oct. 11, 2013. Long a place to relax in crowded Baghdad before the war, the Tigris today runs past the heavily fortified Green Zone and the sprawling U.S. Embassy inside, and memories of bodies dumped in it at the height of the sectarian killings remain fresh. (AP Photo/Hadi Mizban)





Qasim Ahmed Tahan carries the dead body of his 5-year-old son, Walid, who was killed in a bombing on Monday, before burial in the Shiite holy city of Najaf, 100 miles (160 kilometers) south of Baghdad, Iraq, Tuesday, Sept. 24, 2013. Violence has spiked in Iraq during the past few months. More than 4,000 people have been killed between April and August, a level of carnage not seen since the country was on the brink of civil war in 2006-08. (AP Photo/Jaber al-Helo)





People inspect the site of a double suicide bomb attack in the Shiite neighborhood of Sadr city in Baghdad, Iraq, Sunday, Sept. 22, 2013. Two suicide bombers, one in an explosives-laden car and the other on foot, hit a cluster of funeral tents packed with mourning families in a Shiite neighborhood in Baghdad, the deadliest in a string of attacks around Iraq that killed scores on Saturday. (AP Photo/Karim Kadim)













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BAGHDAD (AP) — First came the fireball, then the screams of the victims. The suicide bombing just outside a Baghdad graveyard knocked Nasser Waleed Ali over and peppered his back with shrapnel.


Ali was one of the lucky ones. At least 51 died in the Oct. 5 attack, many of them Shiite pilgrims walking by on their way to a shrine. No one has claimed responsibility, but there is little doubt al-Qaida’s local franchise is to blame. Suicide bombers and car bombs are its calling cards, Shiite civilians among its favorite targets.


Al-Qaida has come roaring back in Iraq since U.S. troops left in late 2011 and now looks stronger than it has in years. The terror group has shown it is capable of carrying out mass-casualty attacks several times a month, driving the death toll in Iraq to the highest level in half a decade. It sees each attack as a way to cultivate an atmosphere of chaos that weakens the Shiite-led government’s authority.


Recent prison breaks have bolstered al-Qaida’s ranks, while feelings of Sunni marginalization and the chaos caused by the civil war in neighboring Syria are fueling its comeback.


“Nobody is able to control this situation,” said Ali, who watches over a Sunni graveyard that sprang up next to the hallowed Abu Hanifa mosque in 2006, when sectarian fighting threated to engulf Iraq in all-out civil war.


“We are not safe in the coffee shops or mosques, not even in soccer fields,” he continued, rattling off some of the targets hit repeatedly in recent months.


The pace of the killing accelerated significantly following a deadly crackdown by security forces on a camp for Sunni protesters in the northern town of Hawija in April. United Nations figures show 712 people died violently in Iraq that month, at the time the most since 2008.


The monthly death toll hasn’t been that low since. September saw 979 killed.


Al-Qaida does not have a monopoly on violence in Iraq, a country where most households have at least one assault rifle tucked away. Other Sunni militants, including the Army of the Men of the Naqshabandi Order, which has ties to members of Saddam Hussein’s now-outlawed Baath party, also carry out attacks, as do Shiite militias that are remobilizing as the violence escalates.


But al-Qaida’s indiscriminate waves of car bombs and suicide attacks, often in civilian areas, account for the bulk of the bloodshed.


The group earlier this year renamed itself the Islamic State of Iraq and the Levant, highlighting its cross-border ambitions. It is playing a more active military role alongside other predominantly Sunni rebels in the fight to topple Syrian President Bashar Assad, and its members have carried out attacks against Syrians near the porous border inside Iraq.


The United States believes the group’s leader, Abu Bakr al-Baghdadi, is now operating from Syria.


“Given the security vacuum, it makes sense for him to do that,” said Paul Floyd, a military analyst at global intelligence company Stratfor who served several U.S. Army tours in Iraq. He said the unrest in Syria could be making it even easier for al-Qaida to get its hands on explosives for use in Iraq.


“We know Syrian military stocks have fallen into the hands of rebels. There’s nothing to preclude some of that stuff flowing across the border,” he said.


Iraqi officials acknowledge the group is growing stronger.


Al-Qaida has begun actively recruiting more young Iraqi men to take part in suicide missions after years of relying primarily on foreign volunteers, according to two intelligence officials. They said al-Baghdadi has issued orders calling for 50 attacks per week, which if achieved would mark a significant escalation.


One of the officials estimated that al-Qaida now has at least 3,000 trained fighters in Iraq alone, including some 100 volunteers awaiting orders to carry out suicide missions. Both officials spoke on condition of anonymity because they are not authorized to disclose intelligence information.


A study released this month by the Washington-based Institute for the Study of War said al-Qaida in Iraq has emerged as “an extremely vigorous, resilient, and capable organization” that can operate as far south as Iraq’s Persian Gulf port of Basra.


The group “has reconstituted as a professional military force capable of planning, training, resourcing and executing synchronized and complex attacks in Iraq,” author Jessica Lewis added.


The study found that al-Qaida was able to carry out 24 separate attacks involving waves of six or more car bombs on a single day during a one-year period that coincided with the terror group’s “Breaking the Walls” campaign, which ended in July.


It carried out eight separate prison attacks over the same period, ending with the complex, military-style assaults on two Baghdad-area prisons on July 21 that freed more than 500 inmates, many of them al-Qaida members.


“It’s safe to assume a good percentage of them … would flow back into the ranks,” boosting the group’s manpower, said Floyd, the military analyst.


American troops and Iraqi forces, including Sunni militiamen opposed to the group’s extremist ideology, beat back al-Qaida after the U.S. launched its surge strategy in 2007. That policy shift deployed additional American troops to Iraq and shifted the focus of the war effort toward enhancing security for Iraqis and winning their trust.


By 2009, al-Qaida and other Sunni extremist groups were “reduced to a few small cells struggling to survive and unable to mount more than token attacks,” Kenneth Pollack, a Clinton administration official who is now a Middle East analyst at the Brookings Institution, noted in a report earlier this year.


Now there are fears that all the hard work is coming undone.


Iraqis, both Sunni and Shiite, say they are losing faith in the government’s ability to keep the country safe.


“Al-Qaida can blow up whatever number of car bombs they want whenever they choose,” said Ali Nasser, a Shiite government employee from Baghdad. “It seems like al-Qaida is running the country, not the government in Baghdad.”


Many Sunnis, meanwhile, are unwilling to trust a government they feel has sidelined and neglected their sect.


Iraqi officials say that lack of trust has hampered intelligence-gathering efforts, with fewer Sunnis willing to pass along tips about suspected terrorist activities in their midst.


“During the surge, we helped build up the immune system of Iraq to deter these attacks. Now that immune system has been taken away,” said Emma Sky, a key civilian policy adviser for U.S. Army Gen. Ray Odierno when he was the top American military commander in Iraq.


“Before you had the U.S. there to protect the political space and help move the country forward,” she added. “How much longer can this go on before something breaks?”


___


Associated Press writers Qassim Abdul-Zahra and Sameer N. Yacoub contributed to this report.


___


Follow Adam Schreck on Twitter at www.twitter.com/adamschreck


Associated Press




Top Headlines



Al-Qaida surges back in Iraq, reviving old fears

Tuesday, October 8, 2013

NSA’s Utah Spy Supercenter Crippled By Power Surges


Zero Hedge
Oct. 8, 2013


Long before Edward Snowden’s whistleblowing revelations hit the world and the Obama administration’s approval ratings like a ton of bricks, we ran a story in March 2012 which exposed the NSA’s unprecedented domestic espionage project, codenamed Stellar Wind, and specifically the $ 1.4+ billion data center spy facility located in Bluffdale, Utah, which spans more than one million square feet, uses 65 megawatts of energy (enough to power a city of more than  20,000), and can store exabytes or even zettabytes of data (a zettabyte is 100 million times larger than all the printed material in the Library of Congress), consisting of every single electronic communication in the world, whether captured with a warrant or not. Yet despite all signs to the contrary, Uber-general Keith Alexander and his spy army are only human, and as the WSJ reports, the NSA’s Bluffdale data center – whose interior may not be modeled for the bridge of the Starship Enterprise – has been hobbled by chronic electrical surges as a result of at least 10 electrical meltdowns in the past 13 months.


BluffdaleFacility_0


The facility above is where everyone’s back up phone records and emails are stored.


Such meltdowns have prevented the NSA from using computers at its new Utah data-storage center which then supposedly means that not every single US conversation using electronic media or airwaves in the past year has been saved for posterity and the amusement of the NSA’s superspooks.


This being the NSA, of course, not even a blown fuse is quite the same as it would be in the normal world: “One project official described the electrical troubles—so-called arc fault failures—as “a flash of lightning inside a 2-foot box.” These failures create fiery explosions, melt metal and cause circuits to fail, the official said. The causes remain under investigation, and there is disagreement whether proposed fixes will work, according to officials and project documents. One Utah project official said the NSA planned this week to turn on some of its computers there.”


More from the WSJ on this latest example of what even the most organized and efficient of government agencies ends up with when left to its non-private sector resources:


Without a reliable electrical system to run computers and keep them cool, the NSA’s global surveillance data systems can’t function. The NSA chose Bluffdale, Utah, to house the data center largely because of the abundance of cheap electricity. It continuously uses 65 megawatts, which could power a small city of at least 20,000, at a cost of more than $ 1 million a month, according to project officials and documents.


Utah is the largest of several new NSA data centers, including a nearly $ 900 million facility at its Fort Meade, Md., headquarters and a smaller one in San Antonio. The first of four data facilities at the Utah center was originally scheduled to open in October 2012, according to project documents. The data-center delays show that the NSA’s ability to use its powerful capabilities is undercut by logistical headaches. Documents and interviews paint a picture of a project that cut corners to speed building.


Backup generators have failed numerous tests, according to project documents, and officials disagree about whether the cause is understood. There are also disagreements among government officials and contractors over the adequacy of the electrical control systems, a project official said, and the cooling systems also remain untested.


The Army Corps of Engineers is overseeing the data center’s construction. Chief of Construction Operations, Norbert Suter said, “the cause of the electrical issues was identified by the team, and is currently being corrected by the contractor.” He said the Corps would ensure the center is “completely reliable” before handing it over to the NSA.


But another government assessment concluded the contractor’s proposed solutions fall short and the causes of eight of the failures haven’t been conclusively determined. “We did not find any indication that the proposed equipment modification measures will be effective in preventing future incidents,” said a report last week by special investigators from the Army Corps of Engineers known as a Tiger Team.


The architectural firm KlingStubbins designed the electrical system. The firm is a subcontractor to a joint venture of three companies: Balfour Beatty Construction, DPR Construction and Big-D Construction Corp. A KlingStubbins official referred questions to the Army Corps of Engineers.



Tsk tsk: this is what happens when you use taxpayer dollars to pay the lowest bidder – you can’t even build an efficient totalitarian superstate!


The first arc fault failure at the Utah plant was on Aug. 9, 2012, according to project documents. Since then, the center has had nine more failures, most recently on Sept. 25. Each incident caused as much as $ 100,000 in damage, according to a project official. It took six months for investigators to determine the causes of two of the failures. In the months that followed, the contractors employed more than 30 independent experts that conducted 160 tests over 50,000 man-hours, according to project documents.


This summer, the Army Corps of Engineers dispatched its Tiger Team, officials said. In an initial report, the team said the cause of the failures remained unknown in all but two instances. The team said the government has incomplete information about the design of the electrical system that could pose new problems if settings need to change on circuit breakers. The report concluded that efforts to “fast track” the Utah project bypassed regular quality controls in design and construction.


Contractors have started installing devices that insulate the power system from a failure and would reduce damage to the electrical machinery. But the fix wouldn’t prevent the failures, according to project documents and current and former officials.


Contractor representatives wrote last month to NSA officials to acknowledge the failures and describe their plan to ensure there is reliable electricity for computers. The representatives said they didn’t know the true source of the failures but proposed remedies they believed would work. With those measures and others in place, they said, they had “high confidence that the electrical systems will perform as required by the contract.”


A couple of weeks later, on Sept. 23, the contractors reported they had uncovered the “root cause” of the electrical failures, citing a “consensus” among 30 investigators, which didn’t include government officials. Their proposed solution was the same device they had already begun installing.



Wait, we know: it’s the Syrians.


So for those who have no choice but to live in a totalitarian banana republic, may we suggest at least laughing about it. We present the Domestic Surveillance Directorate.


domsurv


This article was posted: Tuesday, October 8, 2013 at 10:18 am


Tags: big brother, domestic spying









Infowars



NSA’s Utah Spy Supercenter Crippled By Power Surges

Saturday, September 7, 2013

Decrying the "two New Yorks," de Blasio surges in mayor"s race


New York mayoral candidate Bill de Blasio participates in a march during the West Indian Day Parade in the Brooklyn borough of New York September 2, 2013. REUTERS/Eric Thayer

New York mayoral candidate Bill de Blasio participates in a march during the West Indian Day Parade in the Brooklyn borough of New York September 2, 2013.


Credit: Reuters/Eric Thayer






NEW YORK | Sat Sep 7, 2013 9:02am EDT



NEW YORK (Reuters) – At a recent campaign stop near Central Park on the Upper West Side, New York mayoral candidate Bill de Blasio’s 16-year-old son, Dante, was stealing the show – and not for the first time.


A few weeks ago, Dante, who is biracial and sports a tall Afro, starred in a campaign ad about de Blasio’s opposition to stop and frisk, a police tactic that overwhelmingly targets young, black men.


The spot made Dante a minor celebrity and is credited with helping to catapult de Blasio into the lead among Democrats running for mayor of America’s largest city. A Quinnipiac poll this week had him ahead with 43 percent, with rivals trailing badly with about 20 percent.


“I’m glad I can help my dad any way that I can,” Dante told reporters as fans waited with camera phones for a chance to pose with him. Earlier that day, Reverend Al Sharpton, New York’s most prominent civil rights leader, said Dante had “the most famous Afro” in New York City.


Three days before the September 10 Democratic primary, the 6-foot-5 de Blasio is the man to beat, having soared past the race’s longtime front-runner, City Council Speaker Christine Quinn, a strong ally of Mayor Michael Bloomberg who would be the city’s first female and openly gay mayor.


De Blasio has also surpassed former City Comptroller Bill Thompson, who would be the second black mayor in this city of 8 million. The first, David Dinkins, served for one term in the early 1990s.


With front-runner status has come criticism. Quinn and Thompson have leveled a barrage of attacks, saying de Blasio’s record of accomplishment is thin and that he is better at complaining about the status quo than enacting change.


“You don’t want a mayor who is a pushover,” Quinn said at a recent debate. De Blasio “will say anything depending on whose vote he is trying to get,” she said.


As for the issue de Blasio talks about most often, raising taxes on the city’s highest earners to pay for universal pre-kindergarten, detractors call it unrealistic. Such a tax hike would require state approval, and Albany is unlikely to agree.


De Blasio has responded by saying that support for the idea from city voters will help force Albany’s hand, and that he is the only candidate to offer big and bold ideas to improve the lives of New Yorkers.


But political watchers say de Blasio has done a better job articulating a clear platform than his Democratic rivals.


Asked why they support him, his fans readily tick off his banner ideas: addressing economic disparity he calls the “tale of two cities,” the pre-school promise, reforming stop and frisk and preventing the shuttering of more hospitals.


Bruce Berg, a professor of political science at Fordham University, says de Blasio has been shrewd in slowly building up his liberal credentials, and emerged as the chief beneficiary after former congressman Anthony Weiner, once the race’s leading liberal, saw his support collapse in a lewd-picture scandal.


“Liberal voters who were backing Weiner are backing de Blasio,” said Berg. “And de Blasio appears to be the candidate who is peaking at the right time.”


In July, de Blasio was arrested during a rally in support of Long Island Community Hospital – one of six hospitals in the borough of Brooklyn that face the threat of closure. Twelve city hospitals have closed during the last 12 years and de Blasio has made it a major campaign issue.


“My campaign has been about making changes,” de Blasio said following another rally at the hospital on Friday. “It’s been about getting away from the status quo.”


THIRD-TERM OPPONENT


New York Democrats appear to be responding not just to de Blasio’s liberal, anti-Bloomberg message, but to his family, including his wife, Chirlane McCray.


“I like that his wife is African American,” said Shandera Jamison, a 26-year-old municipal worker, at an event in Harlem.


De Blasio, 52, grew up in Cambridge, Massachusetts, and moved to New York to attend New York University and later Columbia’s School of International and Public Affairs.


He worked briefly in the Clinton White House in the 1990s and later ran Hillary Clinton’s successful 2000 U.S. Senate campaign. A year later, he was elected to the city council.


Four years ago, when Bloomberg announced he would seek a change in the city’s term-limits law to run for a third term – and won the critical support of Quinn – de Blasio was one of the most visible opponents.


That fight, which Bloomberg won, elevated de Blasio’s profile and helped position him to run for public advocate – a small office with a $ 2 million budget that nonetheless offers ambitious politicians a high-profile pulpit.


De Blasio cast himself as a liberal counterweight to Quinn on issues like paid sick leave and stop and frisk.


For the moment at least, de Blasio is riding high.


At one event, he stood with one arm draped around his wife and the other around his daughter, Chiara, cracking jokes and making light of his family’s support.


“The family that campaigns together, stays together,” he said as her daughter happily rolled her eyes.


(Editing by Dina Kyriakidou and Prudence Crowther)






Reuters: Politics



Decrying the "two New Yorks," de Blasio surges in mayor"s race

Thursday, June 6, 2013

Household wealth surges in first-quarter on stock, home prices


A customer counts her money at the register of a Toys R Us store on the Thanksgiving Day holiday in Manchester, New Hampshire November 22, 2012.


Credit: Reuters/Jessica Rinaldi




Reuters: Economic News



Household wealth surges in first-quarter on stock, home prices

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

Sunday, May 19, 2013

China Mengniu surges to 17-mths high after Danone"s investment


HONG KONG | Sun May 19, 2013 9:47pm EDT



HONG KONG May 20 (Reuters) – Shares of China Mengniu Dairy Co Ltd surged 8.6 percent to a 17-month high on Monday after the Chinese dairy products maker said Danone Group would invest in the company and team up in developing yoghurt products in China.


Its shares rose to HK$ 26.60, their highest since December 2011, outperforming a 1.4 percent gain in the benchmark Hang Seng Index.


Mengniu said on Monday substantial shareholder Farwill Ltd would transfer an 8.3 percent stake in the company to a joint venture involving Danone Group, in a deal worth HK$ 3.6 billion ($ 463.74 million).



Reuters: Hot Stocks



China Mengniu surges to 17-mths high after Danone"s investment

Wednesday, May 8, 2013

UPDATE 2-California revenue surges ahead of revised budget plan




Wed May 8, 2013 1:38pm EDT



SAN FRANCISCO May 8 (Reuters) – California collected $ 15.03 billion in revenue in April, putting the state’s fiscal year to date revenue at $ 4.6 billion above the estimates in Governor Jerry Brown’s initial budget plan, the state controller’s office said on Wednesday.


Overall revenue in April missed the budget estimate by $ 119.9 million, but was up $ 5.4 billion from the same month a year earlier – an increase of 55.9 percent – propelled by rising incomes and consumer spending, the controller’s office said in a report.


“On balance, California’s fiscal health has improved materially and the state is beginning to turn the corner,” it said.


The report came a week ahead of Brown’s expected release of his revised budget plan for the state’s fiscal year beginning in July. The new plan will incorporate the latest revenue information.


In his initial plan, Brown projected deficit-prone California’s budget could swing to surpluses as the economy improves and if lawmakers support his efforts to restrain spending.


State and independent budget analysts have also been expecting the most populous U.S. state’s revenue to improve after voters in November approved a measure pushed by Brown to raise the state’s sales tax and personal income tax rates, retroactive to last year, on wealthy taxpayers.


Additionally, federal income tax changes that went into effect in January may have spurred many California taxpayers to sell investments last year. Meanwhile, the rising stock market may also be propelling capital gains revenue for the state.


Personal income taxes are California’s most important source of revenue and the state has historically relied on its wealthy taxpayers to provide the lion’s share of those taxes.


Following Brown’s initial budget plan, Standard & Poor’s upgraded its rating on $ 73.1 billion of California’s general obligation bonds by one notch to A from A-minus.


The rating actions in part reflected California’s improving finances and projected balanced budgets.





Reuters: Bonds News




UPDATE 2-California revenue surges ahead of revised budget plan