Monday, March 28, 2011
(Andrea Bernstein, Transportation Nation) New York Governor Andrew Cuomo’s administration is continuing to issue some 3500 parking placards to state legislators and state government employees. Those placards permit the bearer to park in most areas in New York City where others could not. Many of the permits say “this vehicle is on official police business,” even though they are frequently carried by officials with no law enforcement responsibilities.
The practice is not new – it’s so accepted that spokespeople for the Governor, Assembly Speaker, and Senate Majority Leader could not immediately say how the placards are distributed, who gets them, or why. But, according to Queens State Senator Tony Avella, who cut up his placard and then issued a press release about it, “it’s the kind of business-as-usual we promised to reform.”
Governor Andrew Cuomo was swept in last November -- a Democrat winning in a pro-Republican year around the country -- on a platform of bringing a new era of ethical responsibility to Albany, a notoriously dysfunctional state government. To the relief of many New Yorkers, he said he would "end business as usual."
Avella said he would not use his placard because, as a State Senator, he should experience New York the way his constituents do “and that includes looking for parking.” Avella also said “I’m not on official police business, nor is any politician who gets one of these on official police business.”
Other elected officials have said in the past that having the placards enables them to attend several community events in a day, and that driving around looking for parking would mean they couldn’t serve their constituents as effectively.
Despite repeated inquiries over the course of a week, Governor Cuomo’s spokesperson, Joshua Vlasto, did not explain why the placards refer to “official police business,” even though that is not the case.
Some years ago, Mayor Michael Bloomberg faced a controversy when it was revealed that there were some 140,000 placards in use by city employees. Those placards also used to refer to “official police business.” But the Mayor promised to reduce city placards by half, and changed the language for non-law enforcement officers to “this vehicle is on official city business.”
The placards were a potential embarrassment because nothing irks a New York City resident more than the whiff of a city official getting a privilege he or she does not. But also, making it easier for city employees to park is an inducement to drive to work at a time when Mayor Bloomberg is encouraging people to drive less and take mass transit more. Other mayors around the country have also been eliminating employee parking privileges for that reason, notably former Mayor Gavin Newsom of San Francisco, who took away the right of city employees to park free at meters.
When asked if Governor Cuomo would look at changing practices involving the state permits, Vlasto said in an email, “we are reviewing the matter.”
Right now, some 6000 placards are distributed by the state, according to the David Bookstaver, a spokesman for the Office of Court Administration, which oversees the production of the placards. Some 3500 go to New York State Division of Homeland Security and Emergency Services. Those placards say “State of New York Executive Branch.” A spokesman for that Division, Dennis Michalski, could not immediately say on Friday how the recipients of those 3500 placards are chosen.
In addition, Bookstaver said, some 2500 placards are distributed to the New York State Judiciary – and some of those – about a hundred, go to the New York State Department of Environmental Protection, the Port Authority of New York and New Jersey, and the Waterfront Commission. Those entities do have law enforcement responsibilities.
Senator Avella was unsure how he was chosen to receive one. He said his placard was delivered to his Albany office, and that his understanding was that all State Senators received them. A spokesman for Republican Senate Majority Leader, Dean Skelos, whose party regained power after two years on the outs, Scott Rief, said placards had been distributed previously by majority leaders as a perk, but he said that practice had ended. The Governor’s office did not offer clarification on how the placards are distributed.
The pro-transit advocacy group, Transportation Alternatives, has been working for many years to shine on light on the practice, which it says encourages the use of personal vehicles over other forms of transportation, a practice they say is environmentally harmful. TA’s Noah Budnick said “this is one of those things that recipients don’t question, because things have always been done this way. But widespread distribution of placards for people who don’t need them has got to stop.”
Thursday, March 24, 2011
(Andrea Bernstein, Transportation Nation) Speaking on WNYC's Brian Lehrer Show today, deputy mayor Howard Wolfson gave New York City Mayor Michael Bloomberg's administration's most full-throated endorsement in recent months of the city's policy of expanding bike lanes and pedestrian plazas.
"The Mayor is foursquare behind the commissioner," Wolfson said. "He believes this is the right thing. At the end of the day, when you take away all the overwrought rhetoric, it's about providing choices to New Yorkers."
Wolfson was also asked to respond to anti-Prospect Park West bike lane attorney Jim Walden's charge, made yesterday on the Brian Lehrer Show, that the Quinnipiac poll showing 54 percent of New Yorkers think bike lanes are "a good thing" means "a very, very significant minority do not, and you can feel the pulse around the city and people are largely extraordinarily upset that the administration has been so fast and loose with the data, promised a robust study, and failed to deliver."
Wolfson said: (about a minute in) "If you had a political candidate who won by fifteen points in an election, you'd call it a landslide. And so fifteen points is a significant margin, especially considering some of the adverse press that bike lanes have gotten. And you do have a minority of people who don't like bike lanes -- and they're certainly entitled to that. In this instance they've hired an outstanding attorney with a very, very prestigious law firm to engage in legal process and that's fine too, people are entitled to do that.
"We have thousands of lawsuits filed against the city every year. If we let lawsuits or the threat of lawsuits deter us from heeding the will of the people, the vast majority of the people, in making positive change, we'd never get anything done in the city...In this instance the DOT did nothing wrong and I am quite confident of the outcome of the legal process that the minority of people opposed to this bike lane have chosen to engage in."
(Note: Walden and his firm, Gibson Dunn and Crutcher, are working pro bono.)
Brian also Wolfson whether it's "a coordinated strategy from city hall to have the NYPD enforce" traffic laws for cyclists in Central Park and elsewhere.
Wolfson: (about 9 minutes in) "We have a strategy of providing greater transportation choices for New Yorkers, that certainly includes bike lanes, and we have a strategy of insuring our laws are obeyed on the roads."
You can listen to the interview below.
Monday, March 21, 2011
(Andrea Bernstein, Transportation Nation) Hats off to the New York Times' Sam Roberts for bringing our attention to the 200th anniversary of the Manhattan Street grid. In 1811, Roberts writes, Manhattan only went as far as Houston Street (then called North Street) -- above that was scattered farmland. But in an audacious move, city planners mapped a plan that would level hills, straighten streets, and plow through property.
They created a burgeoning metropolis, set up the walkable Manhattan we know it today, and powered the real estate industry.
The plan was greeted, literally, with cabbages and artichokes. Resonant?
Full article here.
Monday, March 21, 2011
(Andrea Bernstein, Transportation Nation) None of the following will be new to our readers. But it's interesting, in light of reporting that the New York City Mayor may not be backing Janette Sadik-Khan, that this memo comes today from Deputy Mayor Howard Wolfson, an extremely smart and experienced politico pro (former Schumer aide, former Hillary Clinton aide) within the Bloomberg Administration, in response to a New York Magazine article (whose contents will also be no surprise to our regular readers, sniff.)
Would seem to indicate pretty strong support for JSK, which those familiar with the situation tell me is real, not manufactured.
UPDATE: Howard emails me he's been tweeting on this issue for a while @howiewolf.t...Here are a few:
From March 18: Will those who say bike lanes are "imposed" note this? CB6 trans committee unanimously endorsed modifications for PPW bike lane last night
From March 18: New Q Poll NYers support bike lanes by 15 points 54-39. Strong #s.
The City of New York
Office of the Mayor
New York, NY 10007
To: Interested Parties
From: Howard Wolfson
Subject: Bike Lanes
Date: March 21, 2011
In light of this week's New York magazine article about bike lanes I thought you might find the below useful.
- The majority of New Yorkers support bike lanes. According to the most recent Quinnipiac poll, 54 percent of New York City voters say more bike lanes are good "because it's greener and healthier for people to ride their bicycles," while 39 percent say bike lanes are bad "because it leaves less room for cars which increases traffic."
- Major bike lane installations have been approved by the local Community Board, including the bike lanes on Prospect Park West and Flushing Avenue in Brooklyn and on Columbus Avenue and Grand Street in Manhattan. In many cases, the project were specifically requested by the community board, including the four projects mentioned above.
- Over the last four years, bike lane projects were presented to Community Boards at 94 public meetings. There have been over 40 individual committee and full community board votes and/or resolutions supporting bike projects.
- Projects are constantly being changed post-installation, after the community provides input and data about the conditions on the street. For example:
o The bike lane on Columbus Avenue was amended after installation to increase parking at the community’s request.
o Bike lanes on Bedford Avenue in Williamsburg and on Father Capodanno Blvd. in Staten Island were completely removed after listening to community input and making other network enhancements.
- 255 miles of bike lanes have been added in the last four years. The City has 6,000 miles of streets.
- Bike lanes improve safety. Though cycling in the city has more than doubled in the last four years, the number of fatal cycling crashes and serious injuries has declined due to the safer bike network.
- When protected bike lanes are installed, injury crashes for all road users (drivers, pedestrians, cyclists), typically drop by 40 percent and by more than 50 percent in some locations.
- From 2001 through 2005, four pedestrians were killed in bike-pedestrian accidents. From 2006 through 2010, while cycling in the city doubled, three pedestrians were killed in bike-pedestrian accidents.
- 66 percent of the bike lanes installed have had no effects on parking or on the number of moving lanes.
Friday, March 18, 2011
(Andrea Bernstein, Transportation Nation) A new Quinnipiac poll out today says, by a 54 to 39 percent margin, New Yorkers say bike lanes are "a good thing" because they are "greener and healthier." Those who didn't like them said they took room away from cars and "cause traffic."
Men like them more than women, Democrats and Independents more than Republicans, and Manhattan residents and people 35-49 like them the most.
In Brooklyn, where a lane along Prospect Park West has been the subject of controversy, residents like them 54 to 40 percent. Republicans and Queens residents (by a small margin) were the only groups that disfavored bike lanes, and union households, are almost evenly divided, with 49 for and 45 against.
Pollsters asked some 1,115 registered voters, from March 8-14, a series of questions about New York City life. The margin of error of +/- 2.9 percentage points.
The poll should come as balm for Mayor Michael Bloomberg, whose bike lanes have been subjected to noisy cannon fire, and to city DOT transportation commissioner Janette Sadik-Khan, who's received some critical ink lately.
Here's the relevant question:
Thursday, March 17, 2011
(Andrea Bernstein, Transportation Nation) Two months ago, I injured my back, making it hard for me to sit. So I stand on the subway train -- but if it's not too crowded, I put my bag on the seat to ease the strain of carrying a large purse, as well as to avoid bending up and down to put it on the floor. If I put in on the floor, I have to move it almost every stop, because it's kind of long (good for carrying radio recording equipment.) And that also stresses my back, so if it's not too crowded, I will put my bag on the seat, and stand beside it.
Today, when I boarded the train, it was pretty empty. So I put my bag on the seat, stood beside it, and proceeded to read the coverage of Japan on the NY Times op-ed page. About three stops later, a passenger got on -- a young, seemingly able-bodied man, and pointed to my bag, saying "your bag." I thought he was pointing out that the zipper was about 3 inches open, so I closed it.
Then, he said, "Move your bag!" rather brusquely. I explained it was there because I can't sit, and it was taking up the seat instead of me. He started to scream: "You're really being an asshole!"
I was uncharacteristically speechless.
A few seats down, a woman in a white coat joined in and said: "Can't you see she's injured?" He continued to yell. She got up. "Take my seat, then. It's too early in the morning. Take my seat." Which he did.
A few stops later, someone got off, and then someone got on, my bag was still on the seat. "Don't worry," the woman said. "There's room for me and your bag."
But what do you think? Is it okay for me to put my bag on the seat instead of, um, my posterior?
Wednesday, March 16, 2011
(Houston - Wendy Siegle, KUHF News) Ever since post-war communities like Levittown and the advent of cheap gasoline, the suburban model has been one built around the automobile. But that model may be changing, even in the sprawling suburbs of Houston. Old strip malls and shopping centers are being retrofitted into walkable town centers, and high density, pedestrian-friendly enclaves, where people can live, shop, and grab a bite to eat, are popping up around the region. I sat down with two sustainable development experts, Galina Tachieva and Tom Low, to talk about this move to urbanize the suburbs. They're in Houston today to lead an urban planning workshop, where they'll talk about how their ideas can be applied to Houston. (You can listen to the interview over at KUHF News.)
Tuesday, March 15, 2011
By Jim O'Grady
(New York, NY - Jim O'Grady, WNYC) The NYC MTA Arts for Transit Program, which cultures up the subways, just announced the passing of artist Ellsworth Rashied Ausby, whose “Space Odyssey” graces my local station, the Marcy Ave stop of the J / Z. When the late sun hits the glass right, part of the platform gets kaleidoscopic skin.
Tuesday, March 15, 2011
By Jim O'Grady
(New York, NY - Jim O'Grady, WNYC) Last night at a public meeting in Midtown Manhattan, the New York City DOT unveiled a new design for 34th street. Major parts of the old plan were scrapped. There will be no wide pedestrian walkway on what was to have been a carless stretch of 34th Street between Herald Square at Sixth Avenue and the Empire State Building at Fifth Avenue, in an area that lacks as DOT commissioner Janette Sadik-Khan has mildly put it "quality public space."
Also gone from the plan are bus lanes protected from traffic by concrete barriers. Instead the bus lanes will be marked with terra cotta paint, as on Select Bus Service lanes along First and Second Avenues. And two-way traffic will remain along the corridor, allowing vehicles to move in both directions toward approaches to the Lincoln and Midtown tunnels at either end of 34th Street.
Urban planners, who did not want to speak for attribution, lamented the death of what transportation commissioner Janette Sadik-Khan once called "the the only true bus rapid transit plan" on the boards for New York, with physically segregated plans. The plan had been modeled on successful bus rapid transit systems in cities like Bogota, Columbia, and Ghanzhou, China. In those cities, cars cannot wander into the bus lanes, as they frequently do in New York, making buses far more speedy than cars. The plan for 34th street, planners say, would have provided a true "subway-on-wheels" experience river-to- river in midtown, connecting Bellevue hospital, the Empire State Building, Penn Station, and the Javits Convention Center.
But major businesses had complained the previous plan had too little space for pick-ups and drop-offs. The new plan has 300 loading zones, a seven-fold increase.
“This is good," Dan Biederman of the 34th Street Partnership said of the plan. "The property owners who were most upset before—Macy's, Vornado and the Empire State Building—were all either happy or not quite ready to endorse it but thinking this is a much better plan.”
Christine Berthet, co-chair of Community Board 6 transportation committee, said the city's attention to public feedback had produced a better design.
“I think this is the one which has the most interaction, where they seem to be listening the most,” she said.
More public meetings about the 34th Street design are scheduled for March 30th and 31st.
Sunday, March 13, 2011
(Andrea Bernstein, Transportation Nation) The economic blogs are aflame with a debate prompted by a John Cassidy item in the New Yorker on why he thinks bike lanes are "a classic case of regulatory capture by a small faddist minority intent on foisting its bipedalist views on a disinterested or actively reluctant populace."
That prompted this from Reuters Felix Salmon:
"On top of that, every driver who decides to bicycle on one of the new lanes is one less driver for Cassidy to compete with in crosstown gridlock. By rights, he should be loving the way that bike lanes are reducing the number of cars on the road, rather than railing against them. But for all that he claims to be “wonky” in this post, it’s clear that he’s much more interested in coming up with any conceivable justification for his already-existing prejudices than he is in dispassionate analysis. The fact is, it’s the bicyclists who have all the data on their side. The car lobby just has inchoate rants."
And this from The Economist:
"When Mr Cassidy drives, he imposes a small congestion cost on those around him, drivers and cyclists included. Because he and others do not consider this cost, they overuse the roads, creating traffic. Mayor Michael Bloomberg had hoped to address this problem by adopting a congestion pricing programme in Manhattan, but he was unable to generate the necessary support. As a result, there are too many cars on New York's streets. From an economic perspective."
Oh, by the way, we did this story for Marketplace back in December.
So, (warning: Department of shameless self promotion!) if you want to know what everyone else will be talking about in a month, you should be reading Transportation Nation today!
And, need we remind you, we first had the interview with Marty Markowitz a year ago on this subject.
And, of course, we broke the story of the Prospect Park West bike lane law suit.
Saturday, March 12, 2011
(Andrea Bernstein, Transportation Nation) Over at our sister site, WNYC Culture, I've posted an interview I did with award-winning playwright Tony Kushner on his plays, old and new, and how they reflect back on American politics.
It's the third interview I've done with Kushner since 1995, and this time we talked about his new play, The Intelligent Homosexual's Guide to Capitalism and Socialism with a Key to the Scriptures opening in New York later this month, Angels in America,the revival of which runs until the end of April, his work on the screenplay for Munich, and what he thinks of the The Kids are Alright.
And, yes, we did talk about buses (read to the end of this excerpt):
Here's an excerpt:
AB: Your new play is the…
TK: Intelligent Homosexual’s Guide to Capitalism and Socialism with a Key to the Scriptures.
AB: Thank you.
TK: It’s about ten, God when was it, about 1997, my grandmother, my father’s mother, died in Louisiana where I’m from and I went down to Louisiana to help my father sort of pack up. Her husband—my grandfather—had been dead since 1984 and she died in 1997 and we went down to sort of pack up the house. They were wonderfully educated people and they had the kind of library that you’d expect very educated Jewish people of their generation to have. They had the Encyclopedia Britannica 11th Edition and they had the plays of Ibsen and the novels of Mark Twain, Dickens, and they had a lot of Shaw. And one of the things I found that I’d never even heard of it was this book that Shaw wrote called The Intelligent Women’s Guide to Socialism and Capitalism, which I thought was just a wonderful title.
And I sort of decided,
Friday, March 11, 2011
By Casey Miner
(San Francisco -- Casey Miner, KALW News) When it's all done, San Francisco's Central Subway will add four stops to the light rail line that runs up the city's southeast side. By the time it opens it will have been in the works for 15 years; the price tag is $1.6 billion. At a time when MUNI is already facing more than a billion-dollar deficit over the next 20 years, is building the subway worth it? Listen to our report over at KALW News.
Wednesday, March 09, 2011
(Washington, DC -- Jim O'Grady, WNYC) New York City Transportation Commissioner Janette Sadik-Khan sounded like anything but an official on the defensive in a speech this morning at The League of American Bicyclists’ National Bike Summit here.
“It is wonderful to be here with so many friends,” she began, addressing a ballroom full of cycling advocates at the Grand Hyatt Hotel. “The movement is there,” she said of pro-bike and pedestrian advocates and policy-makers. “The people are there, the projects are there—and none of this really was there just five years ago.”
Sadik-Khan has been sharply attacked of late. Some residents of Park Slope, Brooklyn, sued this week to have a bike lane along Prospect Park removed, a much-discussed profile in The New York Times called her “brusque” and worse; and a New Yorker writer described her as the head of “a small faddist minority intent on foisting its bipedalist views on a disinterested or actively reluctant populace.”
But Sadik-Khan is continuing to make the case that the economic and cultural future belongs to cities that wring transportation efficiencies out of moving more people above-ground by bus, bike and foot.
Further, she said opponents of the kind of streetscape re-engineering that shifted space from cars to bikes and pedestrians were up against a movement with momentum. “We’re starting to see real cycling systems in American cities,” she claimed. “In New York, we have added 250 miles of on-street bike lanes since 2006.”
She then launched into a list of famous streets around the U.S. that now have bike lanes and more space for pedestrians, from Market Street in Portland to Commonwealth Avenue in Boston. She praised Barcelona for throwing “infrastructure parties”—transit projects and urban upgrades completed in preparation for large events like the Olympics. And to the approval of the room, she talked up the pedestrian plaza her department created in Times Square.
“You can see this on Broadway, in my town, which is now the Great Green Way,” she said. “And more is coming. I don’t know if you heard that just last week Mayor Villaraigosa of Los Angeles talked about plans for a 1,700-mile bike network in Los Angeles. I think that’s really extraordinary.”
All of this is proof, she said, of a global competition by cities to innovate with their transportation systems. “City leaders—mayors, certainly— understand this is an economic development strategy,” she said. “If we are going to attract the best and the brightest to our cities, we have to make these cities work.” She said that means urban planners are looking at the competition and asking: “Who can be the greenest, who’s got the next bike share program, who’s got the coolest new bus rapid transit line?”
But she said urban development is not solely competitive. Together with transportation officials around the U.S., she launched an online Urban Bikeway Design Guide that cities can use as an engineering template to construct even more bike lanes. “For too long, these basic tools have been out of the tools of local officials,” she said. The group will be lobbying the Federal Highway Administration to recognize the guidelines as national standards, she added, making it easier to install bike lanes around the country.
Wednesday, March 09, 2011
By Jim O'Grady
(Washington, DC - Jim O'Grady, WNYC) U.S. Transportation Secretary Ray LaHood told a conference of bicycle advocates in Washington, DC, that President Obama’s national transportation plan will continue to de-emphasize private vehicles. LaHood has faced opposition from some governors over spending on high speed rail and support for biking and walking paths. But he said those priorities come from “his boss," the president, and the transportation budget that the president has put before Congress.
Ray LaHood's blog post on the speech is here.
“It’s about the next generation of transportation," he said of Obama's agenda. "It’s about high speed rail. It’s about streetcars. It’s about transit. It’s about livable and sustainable communities where you can live in a community and you don’t have to own a car.”
LaHood didn't jump up on a table, as he did in a fit of enthusiasm at last year's League of American Bicyclists' National Bike Summit, but he scaled some rhetorical heights in showering praise around the room.
He began by calling New York Department of Transportation Commissioner Janette Sadik Kahn "a quite extraordinary lady" for re-engineering part of the city's streetscape to allow more room for buses, bikes and pedestrians. "She has really put New York on the map when it comes to making New York a liveable, sustainable community," he said. "And you can live in New York and not own a motor vehicle. So Janette, thank you for your leadership."
His remarks come as Sadik-Khan has faced noisy protests from some quarters for making life less convenient for some motorists.
LaHood also defended President Obama's high speed rail initiative, even though Florida Governor Rick Scott last week became the latest governor to turn down federal transportation funds for a high speed rail project--in his case, $2.4 billion.
"There's a lot more governors that have accepted money," LaHood said to reporters in a hallway of the Grand Hyatt Hotel after speaking to a ballroom full of bicycling enthusiasts. "Only three governors have turned back money. I've got people lined up out my door ready to take the more than $2 billion that's coming back from Florida."
He said the Obama administration has already spent $11 billion on high speed rail and is proposing in the current budget to spend $50 billion more. "There's a lot of enthusiasm for high speed rail in America," he concluded.
Monday, March 07, 2011
Andrea Bernstein, Transportation Nation) In a rare legal action, a group of residents opposed to a two-way protected bike lane along Prospect Park in Brooklyn has filed a lawsuit in Brooklyn state court to have it removed. The city law department says it received the papers late Monday afternoon and "is reviewing them thoroughly." A pdf file of the lawsuit can be found here (NBBL vs. NYCDOT) or at the end of the post.
The lawsuit was filed on behalf of the group Neighbors for Better Bike Lanes, which is backed by the former New York City DOT commissioner, Iris Weinshall, her husband, U.S. Senator Charles Schumer, and a group of residents, many of whom live along Prospect Park. In legal papers, the group says says the city did not perform an environmental review, did not adequately collect data, and did not accurately measure the safety of the design changes after they were implemented. It seeks removal of the bike lane, and restoration of Prospect Park West to three lanes of automobile traffic and two lanes of parking, with no bike lane.
The two-way bike lane was approved by the local community board before it was installed.
Transportation Nation first broke the story of the Brooklyn lawsuit last month.
In a statement, city DOT spokesman Seth Solomonow said: “This project has clearly delivered the benefits the community asked for. Speeding is down dramatically, crashes are down, injuries are down and bike ridership has doubled on weekends and tripled on weekdays.”
DOT data has found crashes involving injuries are down 63%, speeding is down from 75% of cars to 20%, and cycling on the sidewalk down 80%. Solomonow said there has been no change in traffic volumes or travel times.
In legal papers, opponents of the bike lane suggest that data did not adequately sample crashes, and that the time period it reflects was chosen arbitrarily. They say that if the city had looked only at data immediately prior to bike lane installation, it would have shown the bike lane did not increase safety.
City Councilman Brad Lander, who represents much of the district, disputes that.
"Most neighborhood residents feel that Prospect Park West is now a calmer, safer street," said Lander. “The data shows that accidents, injuries, riding on the sidewalk, and speeding are all down. The DOT is proposing additional modifications – many suggested by community members – that will make PPW even safer. I hope that the lawsuit does not put these additional safety improvements at risk. Of course everyone is entitled to their opinion, but I believe this lawsuit disregards the opinions and jeopardizes the safety of the community."
A survey Lander did of 3000 residents found three quarters support the bike lane. Opponents said the survey is flawed.
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TN Moving Stories: St. Paul Residents Welcome Light Rail -- Not Gentrification; BART's Cloth Seats A Comfy Perch for Bacteria
Sunday, March 06, 2011
By Kate Hinds
Neighborhood residents hope that the Central Corridor light rail line will improve St. Paul -- without bringing any of the downsides of gentrification. (Minneapolis Star-Tribune)
What can developing countries teach the US about buses? Three words: bus rapid transit. (Reuters via NYT)
BART commuters may choose to stand instead of sit: "High concentrations of at least nine bacteria strains and several types of mold were found on the seat. Even after Franklin cleaned the cushion with an alcohol wipe, potentially harmful bacteria were found growing in the fabric." (Bay Citizen)
Consequences of the "tarmac rule"? An analysis of federal Department of Transportation figures reveal airlines are canceling more flights, presumably to avoid idling on the tarmac and exposing themselves to the whopping fines. In fact, the cancellation rate at the nation’s major airports surged 24 percent during the eight months after the rule went into effect. (Star-Ledger)
Michelangelo's "David" may be at risk because of the vibrations caused by the construction of high-speed rail line beneath Florence. (Telegraph)
4,600 City of New York employees owe $1.6 million in parking tickets. (NY Post)
The New York Times profiles city transportation commissioner Janette Sadik-Khan.
Tuesday, March 01, 2011
By Casey Miner
(San Francisco--Casey Miner, KALW News) If you've had a chance to listen to Back of the Bus, you know a little something about civil rights and Bay Area transportation. The quick version: local transit advocates believe money goes disproportionately to big rail projects like the Oakland Airport Connector at the expense of the local bus service used primarily by low-income and minority riders. Last month the Ninth Circuit Court of Appeals ruled on that topic -- and it says the transit advocates are wrong. But you can bet the story won't end here.
Thursday, February 24, 2011
(Andrea Bernstein, Transportation Nation) Chicago -- America's third largest city -- is getting a cyclist Mayor. And one who's interested in transit funding, large-scale bike-share, car-share, and the nitty gritty of bike lane design. (And one who has some atoning to do for something he neglected to say -- but you'll have to read to the end of the post to find out what.)
We've already written about Rahm Emanuel's transportation plan, which he put forward as a candidate.
But now we've got some fresh details that shed light on what he'll likely do as Mayor of Chicago. About a month ago, Emanuel met with a group of transportation advocates and environmentalists to be briefed on transit and transportation issues. The meeting, according to those present, lasted a full hour.
This kind of meeting seems to have laundered Emanuel from a former White House Chief of staff reviled by Republicans for pushing health care, an energy bill, and an $800 billion economic stimulus package -- and by the left for the way he pushed those things -- to an energetic young Mayor with a bunch of new ideas overwhelmingly supported by Chicago voters.
"Everybody knows about his style and that he’s very direct and smart" the Center for Neighborhood Technology's Sharon Feigon told us. Feigon is also the CEO of I-GO car share, a non profit Chicago-based car share outfit.
"I was impressed that he knew as much detail about all the stuff he’s talking about. A lot of candidate meetings -- they end up being very general. This struck me as more detailed. He had done some homework"
The participants presented Emanuel with a "Sustainable Transportation Platform," which
Tuesday, February 22, 2011
(Andrea Bernstein, Transportation Nation) Neighbors for Better Bike Lanes issued a press release yesterday with this headline:
"Groups Applaud City Council Legislative Package That Seeks to Report Bike and Pedestrian Accidents; Support Alternative PPW Bike Lane Route, Suspension of New Bike Lane Installation; Call for DOT Meeting."
The press release goes on to say:
"Neighbors for Better Bike Lanes (NBBL) and Seniors for Safety today applauded City Council Speaker Christine Quinn, Council Transportation Committee Chair James Vacca and the entire City Council for passing a package of three bills that will, for the first time, report bike and pedestrian accidents. They also support the moratorium, called for by Speaker [Christine] Quinn and Councilman [James]Vacca, on the imposition of new bike lanes until this background data is available online. This is exactly what both groups say was missing on Prospect Park West." (full release after the jump)
But according to city council spokesman Jamie McShane, "neither Speaker Quinn nor Councilman Vacca support a moratorium on bike lane construction." In fact, McShane said, the question came up at a press conference after the traffic safety bill was passed, and the council specifically rejected the idea of a moratorium on bike lane construction.
NBBL said it had based their press release on their understanding of a news report.
The bill the group was applauding does require the Bloomberg administration to more fully and quickly release data on traffic accidents -- with information on crashes caused by bikes, pedestrians, and cars. Its heaviest champion was Transportation Alternatives, a pro-bike advocacy group deeply behind the PPW bike lane.
Neighbors for Better Bike Lanes was formed as the two-way protected bike lane along Prospect Park West was being installed last spring. The group, which represents many Prospect Park West residents, has criticized the city for what it sees as insufficient community outreach and too little data collection before installing the lane. Its supporters including Brooklyn College Dean Louise Hainline, former Deputy Mayor Norman Steisel, former city DOT Commissioner Iris Weinshall, and her husband, U.S. Senator Charles Schumer.
The city says the lane did go through the local approval process, and was supported by the local community board. Community Board 6 wanted both to provide more space for bikes to ride safely through Park Slope in both directions and reduce traffic speeds along Prospect Park West. The DOT says by both measures the lane has been a success -- the number of weekday cyclists has tripled, and the number of cars driving over the speed limit has dropped sharply. Before the lane, it says, three of four vehicles drove over the speed limit, now just one in five does. The DOT says pedestrian hit by a car driving 40 miles an hour will almost certainly die, but a pedestrian hit by a car driving 30 miles an hour has a two-thirds chance of survival.
The DOT has posted the data on line, but Neighbors for Better Bike Lanes says the data is incomplete, and doesn't give a full picture of what traffic conditions were like before the lane was installed. Their full release is here.
Friday, February 18, 2011
(Andrea Bernstein, Transportation Nation) The latest data comes from Minneapolis ' League of Bicyclists. (hat tip: Streetsblog) which shows steadily fewer bike accidents as more cyclists hit the streets. In 1999 there were three hundred some-odd bike crashes -- a decade later, that number was 269. During the same period, daily bike commuters jumped from 3000 to 8000.
New York's trend has been similar: city data shows a huge spike in cycling in the latter part of the last decade. But overall bicycle crashes have not been rising, according to the New York City DOT. Bicycle deaths did increase from 2009 to 2010 -- to 18. That's up from 12 in 2009 but down from 26 in 2008.
New York's pedestrian safety report also found that the installation of bike lanes makes those streets safer for all users, whether on foot, in a car, or on a bike.
But San Francisco is showing the opposite trend -- as Kate and Casey reported earlier this month . According to a pretty lengthy analysis by the Bay Citizen, crashes are rising faster in San Francisco than the number of cyclists.
What's going on here? Planners &c, please weigh in!