*The Hudson River Park Trust has suggested that cyclists ride down one block on the Highway to avoid the section currently blocked by the barge.  While this would allow cyclists to quickly reach the Esplanade leading to Battery Park, many cyclists might find it dangerous and intimidating to share the road with 35 mph traffic (which often goes even faster, exceeding the speed limit).  T.A. suggests this possible detour to reach the Esplanade and Battery Park:

When the southbound path comes to an end, turn left, cross Route 9A and follow Harrison Street to Greenwich Street.  Bear right and follow Greenwich Street four blocks south to Chambers Street.  Bear right and follow Chambers Street for three blocks, crossing Route 9A.  The Esplanade entrance is just north of Chambers Street.

Note added January 17, 2002: since the original publication of this bulletin, we have been informed that cars are not allowed below Harrison Street.  This makes the section on the Highway between Harrison and the Esplanade entrance less dangerous than we originally characterized it.  But cyclists should exercise caution around the heavy trucks driving in the vicinity of the barge. 

Note added January 22, 2002: It has been reported to us that the police are directing cyclists away from the highway and onto Moore Street.  Most cyclists are riding the wrong way on Moore Street in order to reach Greenwich Street in order to follow a detour similar to what we listed above.  To avoid riding against traffic, T.A. suggests that cyclists walk their bikes on the Moore Street sidewalk in order to reach Greenwich or walk their bikes on the sidewalk on the East side of Route 9A south to Harrison Street.

The December 27th killing of seven pedestrians by an out-of-control van was deemed unavoidable by most media and official commentators. But T.A. has a different take. A T.A. representative was quoted in the NY Times and NY Daily News: “Nothing can stop a driver from going out of control. But steel bollards like those protecting City Hall, phone booths and fire hydrants, can stop out-of-control vehicles in their tracks.”

E-mail Mayor Bloomberg and ask him to have sturdy bollards installed at dense pedestrian sidewalk corners --- especially those with a history of vehicles striking pedestrians on the sidewalk.  Be sure to cc: T.A. at info@transalt.org. 

Read more about Herald Square at transalt.org/herald. 

Editors note: a memorial event is planned by Time's Up and Right of Way for Monday, January 28th.  Please check their Web sites for more details as the date approaches.

Iris Weinshall was reappointed Commissioner of the NYC DOT by Mayor Mike Bloomberg. The move was backed by T.A., the Straphangers Campaign and the Tri-State Transportation Campaign, which sent a letter of support for Weinshall to then Mayor-elect Bloomberg in December. The groups expressed appreciation for Weinshall’s leadership instituting the Car-Pool rule on river crossings into Manhattan and her management skills.

Financial Times; Jan 15, 2002

By MARK GREEN with Joe Rappaport

On a trip to Israel last year, I asked Ron Huldai, mayor of Tel Aviv, what his city's biggest problem was. "Number one is transportation," he replied, explaining that Tel Aviv has no subway or light rail. "In Israel, everyone drives but no one moves."

That is true in many cities, and particularly in my own, New York. While blessed with a great subway system, street traffic is often stationary. Buses average six miles per hour. That is hardly rapid transit.

The curious fact is that New York City's business district is no more crowded than it was 50 years ago. The difference today is that fewer arrive by mass transit and more by private vehicles, stretch limousines and government cars.

The price is high. In New York, more than 1,400 pedestrians and bicyclists have been killed in six years. Smog from diesel trucks and buses contaminate the lungs of children and adults. Finally, business costs rise because congestion costs money.

The solution has to be congestion charging. Introducing tolls based on when and where drivers choose to travel would encourage motorists to make journeys at off-peak times or to use mass transit instead.

Congestion pricing has proved tremendously effective in cities such as Singapore and on toll roads in Texas and California. It could also take the place of, or supplement, tax increases for hard-pressed US local officials. Along with a declining economy and less federal support, they face growing budget gaps worsened by new security costs in terrorist acts.

It is still a suicidal politician who pledges to raise taxes in the US or violates his pledge not to raise taxes, as the first President George Bush discovered. But congestion-pricing can be sold to Americans if they understand that they will get something in return. For drivers, that will be quicker commuter times and enough money to fix bridges and roadways more quickly. For mass transit riders, it could mean enough money to pay for swifter and more frequent subways or buses.

The congestion-pricing idea should be of particular interest to Michael Bloomberg, New York City's new mayor, as he tries to jumpstart the city's economy. Like most American politicians running for office, especially Republicans, Mr Bloomberg took the no-new-taxes oath. Unlike Rudy Giuliani, who took office in the first years of the nation's 10-year economic expansion, he takes over at City Hall with a hemorrhaging economy and a projected $4-$5 billion annual budget gap.

He also will face tremendous pressure to speed buses and to add service on the subways. Transit ridership has surged by 36 per cent in the past decade, although capacity has risen only 11 per cent. While Paris, Tokyo and London all have added rail lines recently, New York City has stagnated for the last half century with virtually the same subway system.

Mr Giuliani has at least left his successor one lifejacket. Soon after the World Trade Center attacks, he made a bold decision to restrict traffic to vehicles with two or more passengers. The move went a long way toward reducing rush-hour congestion. An idea that would have been dismissed on August 11 became essential after September 11.

The move also broke a long-standing taboo: civic leaders across the political spectrum now are talking about ways to cut the stranglehold that traffic has on New York. This debate is long overdue. Ask any New York City business owner from the caterer in chic Tribeca to the plumber fixing pipes in mid-town Manhattan and they will tell you horror stories about multiple traffic tickets and skyrocketing delivery costs. While those same business owners will tell you they cannot handle higher taxes, they would welcome streets that are easier to navigate and costs that are easier to predict.

In New York, transportation experts estimate that congestion pricing could bring in as much as $1 Billion a year. And the mechanics are already in place with electronic fare collection, the EZ-Pass, which is used all along the East Coast. Drivers could use EZ-Pass electronically and effortlessly on bridges, other key entry points to the business district and even for parking. New technology, now used in Toronto, would eliminate the need for toll booths on the bridges and the fear that stalled traffic would spill over into nearby neighborhoods.

The first step is to expand a mid-town pilot program that charges commercial vehicles for parking. Many business owners now factor in thousands of dollars annually in parking tickets, along with untold costs in time and money to challenge the tickets in court. It makes far more sense to simply charge businesses per-hour prices for parking.

It will be a hard sell to convince drivers to pay more fees for better service - but it is a vastly more appealing a way to fill budget gaps than layoffs, increased taxes or reduced services.

The writer was formerly the public advocate for New York City and a Democratic candidate for mayor. He now lectures at New York University Law School.

Fall 2001 T.A. Magazine  
This issue has already been mailed out to all T.A. members. It includes news on bicycle and pedestrian issues, features, ride listings and much, much more! View the Table of Contents or request a copy!

Motorists Given Five Lanes of W. Side Hwy While Adjacent Hudson Greenway Blocked

Keep Cars Off the East River Greenway

City's Dummy Red-Light Camera Plan a Smart Move

SI Right Turn on Red Waits Governor's Signature

Bike Lanes: Quality over Quantity

The World Trade Center Attack

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