Friday, September 19, 2008

An open fundraising appeal for Climate Ride


Photo by Richard Stowe
Taken on Sunday September 7, 2008 while riding Transportation Alternative's New York City Century.
Its time for the Verrazano-Narrows Bridge to be open to cyclists 365 days per year.

Dear cycling friends:

Thank you all of you have donated to Climate Ride to date. Donations have come in as recently as a few minutes ago. The following fundraising letter is to encourage those of you haven't donated yet to do so.

At this late date, the most ideal method to donate is via credit card online. The link to seamlessly do that is toward the end of this e-mail.

I hope to join bicyclists in the 320-mile (New York City to Washington D.C.) "Brita Climate Ride 2008” http://www.climateride.org from September 20-24. The challenge between now and then is for me to raise $2250, the minimum necessary contribution to qualify as a "climate rider." With your help I will be participating in that bicycle ride.

Climate Ride’s goal is to donate 60% of the money raised to two 501-c-3 non-profits: New Canaan-based "Clean Air-Cool Planet" and "Focus the Nation."

The purpose of “Brita Climate Ride 2008” is to encourage members of Congress to craft and pass legislation that addresses the ominous threat of climate collapse by reducing petroleum consumption and shrinking the supply of coal-fired electricity. Also needed is a sensible Federal energy policy driven by conservation, efficiency and investments in low-impact renewable energy.

‘Climate Ride’ participants will hear presentations from the following speakers: Betsy Talyon (President 1 Sky); Randy Swisher (Director, American Wind Energy Association); Michael Eckhart (president American Council on Renewable Energy); Wood Turner (Executive Director, Climate Counts.org, & PointCarbon); Janet Larsen (Director of Research, Earth Policy Institute); Mike Tidwell (Executive Director, Chesapeake Climate Action Network); Keith Laughlin, (President, Rails to Trails Conservancy.)

At the end of the "climate ride" from New York City to Washington D.C. we will have the opportunity to meet with members of Congress such as Senator Maria Cantwell (WA), Senator Amy Klobuchar (MN), Rep. Jerry McNerney (CA) & Rep. Earl Blumenauer (OR).

Please let me know if there is any message you would like me to forward to our elected officials.

While in Washington D.C., I will make every effort to speak to members of Congress about climate collapse, peak oil, the need for investments in energy conservation and efficiency, low impact renewable energy, bicycling as transportation, commuter rail, rail freight and transcontinental high speed rail.

I hope you will contribute to my goal of raising $2250 so that I may become an official ‘climate rider.’ Your contribution to ‘Brita Climate Ride 2008’ will be tax-deductible.

It's very easy to donate via credit card online. Just go to this 'Donation Page' link:
https://www.kintera.org/faf/donorReg/donorPledge.asp?ievent=272731&lis=1&kntae272731=5A2A08454DDD486FB7B7985B4824B32B&supId=232014988

Please call me at (203) 594-9097 if you have questions, encounter difficulties, or would like to contribute via check.

Thank you,

Richard Stowe
http://ecoman.wordpress.com

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Thursday, September 04, 2008

Senator Perkins to Governor Paterson: support bikes-on-trains-at-peak hours!

After meeting with four New York City cycling advocates: Ken Coughlin (Transportation Alternatives), Steve Faust (5 Borough Bicycle Club), Neile Weisman (New York Cycle Club) and myself on July 31st, Senator Perkins sent the following letter to Governor David Paterson in the first half of August:



The Honorable David A. Paterson
Governor
State of New York
State Capitol
Albany, NY 12224

RE: Bicycle Access on M-8 Rail Cars
Metro-North Railroad

Dear Governor Paterson,

Over the past few weeks my office and various bicycle advocacy groups have been working on achieving the goal of allowing bicyclists access to Metro-North Trains during peak hours, and to equip the new Kawasaki M-8 trains with adequate space for the placement of bicycles aboard the trains without sacrificing space for other riders.

Here in New York, an engaged community group, Rails Trains Ecology Cycling, has joined with similar statewide organizations to advocate for specific changes to the design of the M-8 cars, as well as retrofit modifications to existing cars. These organizations have put forward a thoughtful plan to allow for example, vertical storage of up to four (4) bicycles replacing a 4-seat section on every other car.

Likewise, we need to work together to change existing Metro-North policies related to bicycle access to trains. Metro-North currently has a permit process as well as peak-hour restrictions in place. Both policies put an undue burden on those wishing to bring their bicycles on trains. We have made great strides as a state, welcoming bikes on our public buses and on our streets. It is well past time to take the next important step and create a welcoming, design-appropriate rail system for the state’s cycling community.

In the midst of soaring energy prices, and mounting concern over carbon emissions, it is more important than ever that New York invest in alternatives to the automobile.  Successful multi-modal transportation will play an increasingly important role in New York’s economic success in the coming decades.  Bicycles provide an excellent way to reduce congestion, oil dependency, and emissions, all while promoting public health, but this potential can only be realized if bicycles are integrated seamlessly with the rest of the transportation infrastructure.  Your request for the inclusion of bicycle storage on the new M-8 cars and allowing bicyclists on trains during peak hours is an important step in this direction.

Peak hour restrictions currently prevent many people from using their bicycles in conjunction with Metro North to get to work, leaving them either to cycle very long distances or to abandon cycling in favor of driving. The result of this is more cars on New York’s already overburdened highways, and increased traffic congestion and parking demand around train stations.

While providing adequate storage on the new M-8 rail cars for bicyclists, Metro-North should not pit rail car user against rail car user over adequate space, in this case, bicycle riders against disabled riders. In pursuing that end, the bicyclists' advocacy groups and I suggest two design options to allow for dedicated bicycle parking areas on trains.

• Set aside an area adjacent to the vestibule in every other car separate and distinct from disability space, in which up to three bicycles may be parked vertically. We believe this to be the most space-efficient method, which in turn minimizes loss of seats per car.

• Use a section of the M-8 bar cars for bicycle parking, while retaining the 28 seats planned for the M-8 bar cars (no loss of seating.)

¬ Bar cars will be more fully utilized with the inclusion of bicycle parking since beverage service on bar cars does not commence until noon.

I would appreciate your direct involvement in this matter. I understand time is of the essence, but Metro-North officials indicate there still is time to affect a positive outcome. Thank you for your consideration.

Very truly yours,

Bill Perkins
Senator, 30th District

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Tuesday, September 02, 2008

Nelson Harvey receives a lead from Eco-chick

Mixing Modes: Bikes on the Metro North Railroad
by Nelson Harvey



With the price of gas hovering around $4 a gallon, driving a car looks increasingly unattractive for environmentally and economically minded folks alike. But even if you already commute by rail into NYC, you may face obstacles to making your trip 100% car free.

Currently, the Metro North Railroad does not allow bikes onto trains at peak travel hours, when most people are commuting to work. And since the trains feature no bicycle storage space, cyclists who ride at other times are required to stand with their steeds near train doorways, making entry and exit awkward for other passengers.

Recently, a group of activists calling themselves “Rail*Trains*Ecology*Cycling” have been campaigning to change all of this. Metro North has contracted to purchase at least 300 new train cars by 2011, and advocates of so-called “inter-modal” transit want to see at least four bike parking spots in every other car, according to Richard Stowe, the group’s leader and a longtime bike activist and transportation wonk.

If Stowe is the face of support for expanding bike-on-train access, then the most public opponent of the idea has been Jim Cameron. He chairs the Connecticut Rail Commuter Council, a Metro North advisory body that voted against a resolution favoring increased access and storage. Cameron laments the potential crowding and remodeling costs that more bikes could bring. “Right now, it's standing room only at rush hour,” said Cameron, a retired news anchor. “We don't have enough seats the trains for passengers now, and allowing bikes on could mean even less room for passengers.”

Stowe counters that installing the storage his group desires would only require removing two seats from the 100 currently contained in every car, and he said that complaints about the cost of new storage “ignore the avoided cost of building a new parking space for the car that you’ve taken off the road.”

There is also contention over the level of demand for increased access. Cameron claims he has “never had a commuter come to me and say they wanted to take their bike on the train." Stowe, who cut his activist teeth campaigning to get bikes on trains in California, says that the current ban on bikes at peak hour artificially suppresses demand. “Lack of demand was the same argument used with [California rail agency] Cal Train,” he says. But after Cal Train installed bike storage cars and allowed cyclists to ride at all times, “the number of riders with bikes grew to 8 percent of its total ridership.”

According to Stowe, getting bikes allowed on at peak times is “the backbone” of his effort, in part because when commuters see people riding with bikes, they will be encouraged to try it themselves, or at least to ride their bikes to the train station.

Cameron, by contrast, favors simply increasing bike storage at stations. As he wrote recently on his blog “Talking Transportation,” "If bikers really wanted to build support for their cause, I have a suggestion. Rather than rant against those who reasonably argue against bikes on trains, the bikers should instead lobby for bike racks and lockers at rail stations."

Stowe and his allies are due to meet with Metro North officials this month for a second time, and he says Metro North has expressed a desire to resolve the issue by July or August. The first of the agency’s new train cars should arrive by August 2009, with delivery continuing monthly through 2011. Stowe’s goal now is to commission a letter to Metro North from Connecticut Governor M. Jodi Rell, who has voiced her support for increased bike access.

“For me it is all about taking a bike a using it as a car, said Stowe. “Bikes get the equivalent of 3000 miles per gallon.”

Connecticut residents can email Governor M. Jodi Rell at

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Sunday, August 10, 2008

Shailagh Murray reporting on Lieberman


Lieberman's Eroding Base
Many Democratic Faithful Support a Political Newcomer Rather Than the Senator Who Has Not Toed Party Line
By Shailagh Murray

Washington Post Staff Writer
Sunday, July 30, 2006; Page A04

Irving Stolberg is not just another Connecticut Democrat who wants Joe Lieberman out of office.

The former speaker of the Connecticut House is one of Lieberman's oldest allies in state politics. The two met as antiwar activists in the late 1960s and won seats to the legislature together in 1970, and Stolberg remained an admirer when Lieberman drifted to the political center, while Stolberg stuck to his liberal roots.



Lieberman supporters rally in Rocky Hill, Conn., for the candidate, whose potpourri politics alienate many Democrats. (By Bob Child -- Associated Press)

But this year, as Lieberman battles for a fourth term in the Senate, Stolberg has reluctantly endorsed his ally's Democratic primary opponent, multimillionaire businessman and political neophyte Ned Lamont. "It's been a wrenching decision. I've supported him every step," Stolberg said of Lieberman. "But the issues and the principles trump 40 years of friendship."

Lieberman, the Democrats' 2000 vice presidential nominee and a major player on Capitol Hill for years, seemed invincible until a few months ago. But an insurgency fueled by liberal anger over the senator's support for the Iraq war, coupled with an agile, well-financed campaign by Lamont that capitalizes on that discontent, is threatening to topple Lieberman in the Aug. 8 Connecticut Democratic primary. If he loses, Lieberman is likely to run as an independent in November, drawing on his popularity with Republicans and unaffiliated voters. Yet the stunning turnabout is a cautionary tale of how quickly a political career can unravel.

The strain shows. At campaign events, Lieberman at times appears subdued and weary. He projects little of the cheerful enthusiasm that marked his long-shot presidential bid two years ago. "It's difficult personally," Lieberman said last week of the defections by party veterans such as Stolberg. "I am competing in the most difficult part of the Connecticut electorate for me."

In an editorial published today, the New York Times endorsed Lamont over Lieberman, arguing that the senator had offered the nation a "warped version of bipartisanship" by supporting Bush on national security.

Lieberman is accustomed to the rough and tumble of politics, and can be combative in his own defense, as he showed during a recent debate. But he said he has been jarred by the intensity of Democratic anger toward Bush -- and, by extension, toward him. Liberal bloggers have called Lieberman a "liar" and a "weasel."

"It's not just opposition to Bush," he said. "The hatred is so deep."

That Democratic ire "raises larger questions about our politics," Lieberman added. He thinks it ultimately undermines the effectiveness of government. But he makes no apology for his position on the war, having resolved long ago that he would not "be part of a partisan response."

Other Democrats, including Stolberg, considered challenging Lieberman this year, but Lamont had a crucial advantage. The great-grandson of a JP Morgan chairman, who founded a successful cable-television business, he has already spent $1.5 million of his own money and had raised an additional $1.3 million through June 30.

"I felt all along I would have a challenge," Lieberman quipped. "But I was hoping God would send me a poor one." The senator, however, has raised $7 .2 million for his campaign.

In Washington, Lieberman carved a niche in foreign policy and gained a national reputation as a collegial, moderate Democrat with a strong moral streak. Back home, though, his Democratic base narrowed. Traditional left-leaning voters were turned off by Lieberman's support for school vouchers, his criticism of affirmative action and his hawkish foreign policy views. They also resented his conciliatory style in the highly partisan, elbows-out environment of Capitol Hill in recent years.

As the Iraq war unfolded and controversies flared over intelligence failures and the commitment of U.S. forces, Democrats such as Stolberg longed for their senator to take a more combative approach with the White House. Bush's embrace of Lieberman the night of the president's 2005 State of the Union address -- a moment that has come to be called "the Kiss" -- is one of the most vivid images of the Connecticut campaign. In a speech last December, Lieberman warned Democrats that "in matters of war, we undermine presidential credibility at our nation's peril."

"You can want to be liked by some people, but there are a few you have to write off," Stolberg said. "Joe wants to be loved by the devil, too."

Voters express a similar anguish. While Lieberman was working the crowd at a Norwalk Italian festival, he was greeted by Mike Vano Jr., an 80-year-old Navy World War II veteran. After shaking the senator's hand, Vano conceded that he could not decide which Democrat will get his vote. "I like the man. I like what he's done," Vano said of Lieberman. "But I don't like that war."

At a campaign stop last Monday at Sweet Rexie's, a candy store in South Norwalk, Conn., Sen. Barbara Boxer, a liberal California Democrat, vouched for Lieberman's Democratic bona fides before a group of local businesswomen. Boxer's visit was part of an effort by the Lieberman camp to convince Connecticut Democrats that he is still one of them.

"This is what I know," Boxer said. "You've got a good Democrat here." At a rally later that day in Waterbury, former president Bill Clinton assured 2,000 Lieberman supporters: "He is a good Democrat, he is a good man, and he'll do you proud."

A July 20 Quinnipiac University survey showed likely Democratic primary voters favoring Lamont 51 percent to 47 percent over Lieberman, a lead that is statistically insignificant because it falls within the margin of error. Lieberman trails among voters making over $30,000 per year, those with college degrees, and all age groups except senior citizens. Lieberman had held substantial leads in previous polls.

Some political observers think the seeds of Lieberman's problems with Connecticut voters were planted in 2000, when Al Gore picked him as his vice presidential running mate and as a precaution Lieberman refused to give up his bid for a third Senate term. "It's called covering your bases, rather than being a loyal party guy," said John M. Orman, a Fairfield University politics professor who briefly challenged Lieberman before Lamont entered the picture.

While laying the foundation for his own presidential bid in 2004, Lieberman criticized Gore for mishandling their 2000 campaign by sounding a populist tone instead of appealing more to centrists. He showed interest in the Republicans' plan for overhauling Social Security, he voted for a Republican energy bill that Democrats decried, he supported federal intervention in the Terri Schiavo right-to-die case, and he helped clear the path for a vote on Samuel A. Alito Jr.'s Supreme Court confirmation -- although he voted against Alito.

But Lieberman has helped his party on many issues. He is a strong supporter of abortion rights, opposed the Bush tax cuts, and is considered a friend to environmental, gay and lesbian, and labor causes. Much to his frustration, critics have pushed all that into the background.

"The partisanship and the war have created a different situation, one [Lieberman] hasn't seen before," said Scott L. McLean, political science chairman at Quinnipiac. "Prior to the Iraq war, you couldn't pin him down."

Lieberman, the son of a Stamford liquor-store owner, began his career as an ambitious progressive. But he shed his liberal image after losing a 1980 House race, emerging as a law-and-order moderate during a stint as Connecticut attorney general. Lieberman took on phony charities, blocked an off-track betting parlor, and criticized "ladies' night" bar specials for discriminating against men. When he took on Sen. Lowell P. Weicker Jr. in 1988, he ran so far to the right of the moderate Republican that conservative icon William F. Buckley Jr. pitched in as a Lieberman fundraiser.

In the final days before the Aug. 8 primary, Lieberman is summing up his message to voters this way: "Mr. and Mrs. Connecticut, I hope you'll respect me, even if you don't agree with me."

His supporters cite the senator's breadth of experience and character as the main reasons they are sticking with him. Patricia Mulhall, who attended the Clinton rally, said she forgives Lieberman's perceived transgressions for the sake of his decency and gravitas. "I was disappointed with some of his votes, but I understand," said Mulhall, Waterbury's Democratic registrar.

The silver lining for Lieberman is that he remains popular with unaffiliated moderates and GOP voters, a large slice of the Connecticut electorate. The July Quinnipiac poll indicated he would easily win a three-way race in November, against Lamont and the Republican nominee, Alan Schlesinger.

Then again, the primary also looked like a cakewalk for Lieberman until recently. As Lieberman was leaving Sweet Rexie's with Boxer, he bumped into Richard Stowe, who was walking by the store. "Time to go from Iraq," Stowe told the senator politely. Stowe is a Republican, but he is supporting Lamont.

Friday, July 11, 2008

communique between respective 2006 Democratic and Republican gubernatorial candidates

Office of the Mayor
165 Church Street
New Haven, Connecticut 06510

John DeStefano, Jr.
May 27, 2008

The Honorable M. Jodi Rell
Governor
State of Connecticut
210 Capitol Avenue
Hartford, CT 06106

RE: Bicycle Access – M8 Rail Cars
Metro-North Railroad, New Haven Line

Dear Governor Rell,

City staff and many interested citizens inspected the sample M* rail on display at Union Station last week. Many thanks to you and Acting Commissioner James Boice for that opportunity. This level of citizen input is rarely seen with rail projects and this new effort did not go unnoticed.

I did want to share with you one prevailing concern: the lack of attention to bicycle storage related not only to the design of the car but also to the policies which govern bicycle access on the rail system.

Here in New Haven, an engaged community group, Elm City Cycling, has joined with similar statewide organizations to advocate for specific changes to the design of the M-8 cars, as well as retrofit modifications to existing cars. These organizations have put forward a thoughtful plan to allow for example, vertical storage of up to four (4) bicycles replacing a 4-seat section on every other car.

Likewise, we need to work together to change existing Metro-North policies related to bicycle access to trains. Metro-North currently has a permit process as well as peak-hour restrictions in place. Both policies simply are not acceptable. We have made great strides as a state, welcoming bikes on our public buses and on our streets. It is well past time to take the next important step and create a welcoming, design-appropriate rail system for the state’s cycling community.

I would appreciate your direct involvement in this matter. I understand time is of the essence, but CDOT and Metro-North officials indicate there still is time to affect a positive outcome. Thank you for your consideration.

Very truly yours,
John DeStefano, Jr.
Mayor

cc. James Boice, Acting Commissioner, CDOT
Thomas Cheesman, Chair, Connecticut Public Transportation Commission

State of Connecticut
Executive Chambers

M. Jodi Rell, Governor

June 6, 2008

Mayor Johm DeStefano, Jr.
Office of the Mayor
165 Church Street
New Haven, CT 06510

Dear Mayor DeStefano:

Thank you for your letter of May 27, 2008 regarding bicycle access to the Metro-North M-8 rail cars. I share your concern that the new rail cars provide adequate bicycle storage.

To that end, the Department of Transportation, at my direction, is in the process of reviewing the design of the M-8 cars and will propose modifications of the design to increase bicycle storage. Since these cars are not scheduled to be delivered until 2009, there is sufficient time to modify the design without delaying the scheduled delivery.

I would also note that the Department of Transportation has installed new bike racks at stations along the line and they will review their policies concerning bicycle access.

Thank you once again for your input. Please be assured that we all share the goal of making the Metro North rail cars more bike-friendly.

Sincerely,

M. Jodi Rell
Governor

Saturday, June 21, 2008

bicycling = conservation: lead paragraph in page 1 June 19, 2008 New Canaan Advertiser story

New Canaan Advertiser Thursday, June 19, 2008 Page 1, 27

Conservation in ‘The Next Station to Heaven’
By Kimberly Nevas, Reporter

Coasting behind a 12-mile-per-gallon GMC Sierra Denali on Main Street Monday morning, resident environmental activist and recent candidate for first selectman Richard Stowe was first recognizable by the bicycle on which he has become known to rely.

Like the wheels Mr. Stowe chooses to run errands by, environmentalism in New Canaan is quiet, but it’s there.

Spanning 40 acres of Town property, the New Canaan Nature Center aims to give people the tools and knowledge to make conservation and sustainability a part of everyday life.

“We see ourselves as providing the kinds of learning opportunities that prepare people to engage in environmental issues,” Executive Director Ben Hren said. “Our programs begin at a very early age. We work with pre-school kids, we want to expose them and make them aware of the natural world around them through experiences. That very early exposure is very important in developing the disposition and interest so they can involve themselves in environmental issues.”

Last winter, the board developed a sustainability policy that will challenge staff to quantify the impact of recycling, energy and water conservation efforts, he said.

At Irwin Park, a newly installed Flexi-Pave trail is a mile-long demonstration of one use for recycled tires. Billed as water-permeable and maintenance-free, the material is said not to leach the same pollutants as asphalt.

In honor of Earth Day, New Canaan Country School was awarded “Silver” certification by the U.S. Green Building Council Leadership in Energy and Environmental Design, or LEED, program, making it the “greenest” school in the state for its efficient design of recent renovation and addition.

Town Hall is following suit, as well. An architect hired to develop designs for the eventual overhaul of the municipal building will return to the planning committee next month with ideas for integrating LEED principles.

Already, the Planning & Zoning Commission has made an effort. During the permitting process for the new rest room facility at Waveny Park, it slipped in a condition that the pre-fabricated building would adhere as much as is practical to LEED standards.

But one effort that has yet to launch is the newly resurrected Town Conservation Commission.

The advisory body was brought back in March by an ordinance that called for members to be named within 30 days — something that has yet to happen.

John Black Lee, who in 2003 resigned from the Environmental Commission to protest the Town’s inattention to conservation issues, said the commission’s first task should be digitally indexing about 1,000 maps that show natural and man-made structures, wetlands and watercourses, so that areas that need protection can be identified.

“It’s not a job for somebody that doesn’t have the professional training to do that kind of work,” he said.

Mr. Lee said that he thought the commission needs a full-time professional conservationist, but one wasn’t provided in the ordinance.

“The Town is just dragging its feet because that involves budgets and salaries, as would be appropriate for that job. It is something that very easily slides away from the commission as a possibility because it’s too expensive,” he said, “Or, it measures its expense compared with other expenses that have some priority. For those functions, it happened for years that the commission just didn’t have the staff to do it.”

This is the latest in a series of articles reflecting on the character of New Canaan, counting down to the Advertiser’s centennial July 25.

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Monday, June 16, 2008

summer-perfect weather greets cyclists riding (including Mayor John DeStefano) to Elm City Cycling bike-to-work breakfast


Photo by Melinda Tuhus

Bike Commuting Arrives In New Haven

BY MELINDA TUHUS | JUNE 15, 2008 8:21 AM

Was it the perfect cycling weather on Friday, or the general explosion of activism in the cycling community, or the $4 a gallon price of gas? Whatever the reaction, the usual turnout quadrupled for Elm City Cycling’s monthly Bike to Work Day breakfast in front of City Hall.

The wide sidewalk was packed for much of the morning,; the best guess of organizers (of whom this reporter was one) is that about 125 cyclists showed up between 7 a.m. and 9:30 a.m. for some homemade goodies, fruit and coffee. Hopefully no one got too grumpy when we ran out of coffee (courtesy of Koffee? on Orange) and food three times, replenishing both as quickly as possible.

Channel 8 no doubt helped with publicity, broadcasting live from the spot starting at 5:30 a.m.


Photo by Melinda Tuhus

Richard Stowe (pictured on the right) showed up after taking Metro North to town Thursday night from his home in New Canaan, since he can’t bring his bike on the train during peak hours, and peak hour restrictions apply in both directions at morning and evening rush hours. At the event, he collected dozens more signatures on his petition to require the new train cars coming next year to have bike tie-downs and allow bikes on all trains.

He explained that, although it was a big step forward when Connecticut Gov. M. Jodi Rell came out last week in support of bike tie-downs (but not for allowing bikes on peak trains, yet), the blessing of her counterpart in New York, Gov. David Patterson, is also needed. A tie-down enables a bike to be secured on a train.


Photo by Melinda Tuhus

Harvey Hoskie (pictured above, a fit 61 years old, said he rides his bike four days a week from New Haven to West Haven. “I don’t have a car - that’s one of the good reasons to have a bike - I can’t afford a car. The experience is good, and the exercise is good, and at my age, I need all the exercise I can get.”


Photo by Melinda Tuhus

These cyclists were part of a group who rode in together from Hamden.

Tracy Blanford lives in Fair Haven Heights. She heard about the event and saw what a beautiful day it was, so, she said, “When I asked my daughter if she wanted to ride to school at Cross, she said, ‘Yeah, sure.’ So we jumped on our bikes and rode to Cross, which is a little bit of a treacherous ride over Willow Street, but we made it safely, and then I rode down to the Green just to see what’s going on.” She stayed ‘til the end and helped clean up.

Many Yale grad students and staff contributed to the big turnout.

Several are from European countries and two young women, from Germany and Hungary, contrasted the pro-bike policies in place in their countries compared to the situation in New Haven, in Connecticut, and in most of the U.S. One explained how easy it was to travel multi-modally by bike and train — almost as if transportation planners and train personnel welcomed cyclists on board!


Photo by Melinda Tuhus

Alienne Morrione (pictured above) said she lives in Bridgeport and sometimes tries to bring her bike on board Metro-North, but is often prevented from doing so (even though there are many empty seats traveling west to east in the morning) because of the peak hour restrictions. On those days, she said, “I ride to New Haven. What choice do I have?”


Photo by Melinda Tuhus

Mayor John DeStefano rode his bike in from his home near the Woodbridge line, then rode to mass at St. Mary’s on Hillhouse Avenue before cycling back and schmoozing briefly with fellow cyclists before disappearing into City Hall.


Photo by Melinda Tuhus

Tim Nottoli, this reporter, and David Streever showing off last year’s BTW shirts.

POSTED BY: DINGDONG | JUNE 16, 2008 4:10 PM
"peak hour restrictions apply in both directions at morning and evening rush hours."

peak hour restrictions actually only apply in both directions during the morning. The evening peak hours period is only New Haven-bound.

POSTED BY: MATTUVA | JUNE 16, 2008 5:27 PM
Thanks for the correction, Ding, but I believe the point is that bikes are prohibited exactly at the times most commuters would use them.

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