Transport > Motorcyle,
Scooter, Moped, Bicyle, BMX, Bike,
A cyclist's view of London's notorious Cycle
Superhighway 2 Video Guardian 15 November 2013
Three of the five cyclists killed recently
died on or near Cycle Superhighway 2,
a cycle-path route running from Aldgate in
to Stratford in the east of the capital.
Rigged with a camera mounted on his helmet
and another on his bike,
Peter Walker rides the route.
It takes in some of London's worst cycle
- lorry-choked roads and just a blue-painted
lane for protection
and the best, with a new, fully segregated
section at the end.
motorcycle > Harley
NYT - 13 August 2018
motorcycle > Harley
Davidson motorcycle = hog (slang) USA
We Can Bike to Work
17 May 2011
Illustration: Sarah Jacoby
Pages | Contributing Op-Ed Writer
My Life in
AUG. 17, 2014
Attitude Is Everything” (1819);
permission to all Dandy Horsemen.”
Credit: The Art
Institute of Chicago
Why Are Bikes So
Much Fun? Because They’re Not Cars.
May 27, 2022
bicycles and bicycling
USA > Detroit > Customs cycles
electric bike / e-bike
electric cargo bikes USA
bicycle motor 'cross'
straighten a bent bicycle wheel
how to fix
a bike puncture UK
cycling gizmos / devices
segregated cycle lanes
unveils plans for elevated 'SkyCycle'
bike routes in London
2 January 2014 UK
Plan for 220km
network of bike
suspended above railway lines
could see commuters
gliding to work over rooftops
be on bikes
by bicyle USA
First, I Cried. Then, I Rode My Bike.
Nov. 28, 2021 10:03 a.m. ET
on bicycle / on your bike / on a
bike UK / USA
/ ride a bike
bike ride / cycle ride UK
red light jumping /
jump red lights
Riding London's new cycle
British bike brand > Raleigh
bike / ride
program > Citi Bike
on one's bike UK
The Guardian - 21 May 2018
motorcycle > 2014 Triumph
Thunderbird Commander USA
1960s > motorcycle club > Hells
The Hells Angels
were both a defining part
of the postwar counterculture
and a sharp deviation from it.
While the beats, hippies, yippies,
diggers and other groups
skewed far to the left
and generally eschewed violence,
the Angels reveled
in attacking antiwar protesters,
warring with rival clubs
and targeting enemies for revenge
The Queensboro Motorcycle Club,
founded in 1910,
has had its clubhouse for 70 years wedged
among the auto salvage shops
in the Willets Point section of Queens.
April 28, 2013
moped / scooter
ride-share electric scooters
electric scooters / e-scooters
dockless electric scooters
Segway UK / USA
Boston Globe > Big Picture
de France 2010-2011
Corpus of news articles
Transport > Motorcyle, Scooter, Moped,
Bicyle, BMX, Bike, Biking, Cycling
and Bike-Sharing Program,
The New York Times
By MATT FLEGENHEIMER
festooned New York City with hundreds of miles of bike lanes and dispatched
chairs and picnic tables to Broadway, where cars once roamed.
He helped finance plans to send the No. 7 train to the Far West Side, and
carried the banner of congestion pricing, even if in vain.
But for all of Mayor Michael R. Bloomberg’s efforts to reimagine transportation
in New York, critics and supporters seem to agree on the one that is most likely
to define his 12 years at the city’s controls.
And it starts on Monday.
With the introduction of a European-style bike-share system, billed by city
officials as the first new wide-scale public transportation option in more than
half a century, Mr. Bloomberg’s longstanding bet on cycling has reached its
The lofty ridership predictions presented by Mr. Bloomberg and his
transportation commissioner, Janette Sadik-Khan, will no longer be theoretical.
Opponents’ admonitions of overstuffed streets and perilous pedaling will prove
either prescient or exaggerated.
“It is the free market, if you think about it,” Mr. Bloomberg said on Friday
during his weekly radio show. “If people want to use them, they’ll use them. If
people don’t, they don’t.”
The program, which is to begin with 6,000 bikes stationed across parts of
Manhattan and Brooklyn, will face immediate scrutiny from residents, riders and
elected officials whose love or hate for the endeavor seemed to intensify over
the past year of delays.
The holdup, wrought first by faulty software and then by flooding to equipment
stored at the Brooklyn Navy Yard during Hurricane Sandy, has given the rollout a
sharper political edge. The system, which was supposed to begin last summer,
will now be introduced through the peak months of an election year. And the crop
of candidates — many of whom have been lukewarm toward Mr. Bloomberg’s cycling
policies in the past — will be watching closely.
“If this is a fiasco — and to me, a fiasco is mostly that the bikes just don’t
get used — then, yeah, it’s going to tarnish the legacy,” said Charles Komanoff,
a transportation economist and longtime cycling advocate in the city. “More
important, it’s going to make it easier for the next mayor to backtrack.”
But if the program is an instant success, he added, “it’ll mean that almost
anybody imaginable who is mayor is going to have to stick with whatever this
mayor has already done.”
For all the administration’s legwork — which included hundreds of meetings with
community groups, elected officials, property owners and other stakeholders, and
an online feature that received more than 10,000 suggestions for bike station
locations — precise demand for bike share is near impossible to gauge.
Though bike commuting has grown on Mr. Bloomberg’s watch, the most recent city
figures showed that commuter cycling remained flat in 2012 during the typical
riding season of April through October. In the same period, cycling had
increased by 26 percent in 2009, 13 percent in 2010 and 8 percent in 2011,
according to counts conducted at commuter points like the Brooklyn Bridge, the
Manhattan Bridge and the Queensboro Bridge.
Some officials remain skeptical about the depth of citywide interest in cycling.
“The projections for bike share, I can’t say I buy,” said Councilman James
Vacca, the chairman of the Council’s Transportation Committee. “But we have to
accept them as a given at this point because we have nothing else to go by.”
Ms. Sadik-Khan dismissed the most recent in-season cycling figure as statistical
noise amid years of consistent growth numbers. She also pointed to an increase
in off-season cycling in recent months: From December through February, the
Transportation Department said, commuter cycling increased by 23 percent over
the previous year. And the bike share program has already sold more than 14,000
annual memberships, Ms. Sadik-Khan said.
Whatever the appetite for bike share, Ms. Sadik-Khan has long argued that
cycling infrastructure must be built in advance of demand as a way to encourage
riding. In this way, the bike share program could be seen as an inevitable
outgrowth, a plan that required years of investments before becoming feasible.
“We didn’t just drop this bike share system in overnight,” she said. “We spent
five years installing more than 350 miles of bike lanes.”
Asked about some residents’ view that the bike share system amounted to the
final chapter in the city’s tussle over bike use — the playoffs after a regular
season that has lasted years — Ms. Sadik-Khan wondered if any more rounds could
“If this is the playoffs, what’s the finals?” she said. “As far as I’m
concerned, we’re there.”
While city officials have said that bike sharing is beloved in virtually every
location at which it has been tried, some beginnings have been bumpy. The Vélib’
system in Paris, one of the largest programs in the world, saw a spate of rider
deaths in its early years and suffered widespread theft and vandalism of
John C. Liu, the city comptroller and a Democratic candidate for mayor, has
called for a helmet requirement for the program, and accused the city of
underestimating its financial exposure in bike crashes. The city said that
helmet requirements were found to depress ridership in other cities.
“I hope nobody gets hurt,” Mr. Liu said in an interview recently. “But this is
thousands of bicycles on the streets of Manhattan, used by people who haven’t
ridden bikes on the streets of Manhattan.”
Elsewhere, bike share programs have had a long history of attaching themselves
to the reputations of their municipal cheerleaders. London’s rides are called
“Boris bikes,” after Mayor Boris Johnson, despite the fact that Mr. Johnson was
not the mastermind of the plan, but merely the man in office when the bikes were
“I hope people call them ‘Mike’s bikes’ or ‘Bloomberg’s bikes,’ ” said Howard
Wolfson, a deputy mayor for Mr. Bloomberg. “It would be a powerful affirmation
of the legacy for him.”
But as the program makes its debut, there remains one high-profile holdout,
intrigued by the idea of bike share but unsure if it is for him: Mr. Bloomberg.
He said during his radio appearance on Friday that his last meaningful contact
with a bike was in 2002, when he bought one before a possible transit strike
that never materialized. So would he ride on Monday?
“I will ‘ooh’ and ‘ahh,’ ” he said. “Whether I’ll get on one,
I don’t know.”
For Bloomberg and Bike-Sharing Program, the Big Moment Arrives,
Bikes in the City:
September 16, 2011
The New York Times
To the Editor:
In “Bicycle Visionary” (column, Sept. 11), Frank Bruni writes as if pedestrians
don’t exist in New York City, not to bicyclists anyway. Advocates of more perks
for bicycles always forget or play down the arrogant behavior of cyclists who do
not believe that safe-traffic rules apply to them.
How many times have I seen bicyclists going through red lights, riding the wrong
way on one-way streets, riding on the sidewalks and otherwise endangering
A few nights ago, I was shocked to notice cyclists riding in the dark, without
lights or reflectors, wearing dark clothes so they were almost unseen.
Ever since my best friend died as a result of being hit by a bicycle, I have
been particularly aware of this disregard for safety and courtesy. And this
applies not only to delivery men and messengers but also to otherwise
Even with the bicycle lanes, they travel the wrong way and do not stop for
lights. Citizens would look more kindly on bicycles in the city if the cyclists
were more respectful of the rules. Only then would they deserve the special
lanes and other perks that Janette Sadik-Kahn, the transportation commissioner,
is giving them.
New York, Sept. 11, 2011
To the Editor:
We want to thank Frank Bruni for his great column about Janette Sadik-Khan, the
transportation commissioner, and bikes in New York City. We’re avid bike riders
who see new bike lanes, increased ridership (and an enforcement of biking rules)
and a bike exchange system as significant and welcome improvements to urban life
and to New York in particular.
New York, Sept. 11, 2011
To the Editor:
Why the nostalgia for bike riding in the middle of the city? Even by Frank
Bruni’s own statistics for major cities, we might increase bike riding to only 2
percent or somewhat higher, inconveniencing a substantial majority of car
drivers by carving out bike lanes and eliminating parking spaces.
I am glad to have people ride bikes in the country, but the urban density and
fabric of New York City and other large cities should be treasured and admired.
As a New York-born and -bred person who now lives in the country (that’s where
the job was), to which I have never quite adjusted, I am disappointed to see
city people not accepting where they are and complicating urban life for most
people more than it need be.
JAY M. PASACHOFF
Williamstown, Mass., Sept. 11, 2011
To the Editor:
While I agree with Frank Bruni’s column supporting more biking in New York, I
fear that others might share an experience like my recent painful encounter with
a young female cyclist, who ignored a red light, hitting me and nearly knocking
me to the ground. As a very senior citizen, I am aware that this encounter could
have ended my ability to get around at all, much less on a bike.
As with motorists, there are a small number of cyclists who do not follow the
law and endanger pedestrians. Licensing cyclists as we do car drivers would help
ensure the safe use of bicycles. It would also benefit cyclists in reducing
theft and perhaps reduce opposition to biking by those, like me, who daily
become more afraid to cross the street.
New York, Sept. 12, 2011
Bikes in the City: Pleasures and
New York Chooses
Company to Run
September 14, 2011
The New York Times
By CHRISTINE HAUGHNEY
The Bloomberg administration has selected Alta Bicycle Share to bring an
ambitious bike-share program to New York, the city’s latest foray into
transforming its streets to make them more hospitable to cyclists and
The announcement was made Wednesday afternoon at a press conference at a
pedestrian plaza in the Flatiron district, where a sample bike station — a kiosk
and a rack of sturdy, utilitarian bicycles — was on display.
By the time the program is to officially begin next summer, it is expected to
feature 10,000 bicycles available at 600 stations in Manhattan, south of 79th
Street, and in select neighborhoods in Brooklyn. The company said it was
exploring options for adding stations in other boroughs.
The city’s mayor, Michael R. Bloomberg, has been anxious to bring New York up to
par with global cities, including London and Paris, that have been praised for
improving clogged city centers, partially through encouraging bicycle use. In
the last four years, Mr. Bloomberg’s transportation commissioner, Janette
Sadik-Khan, has rolled out 250 miles of bike lanes, and the bike-share program
was seen as another central element of the city’s plan.
New York’s program would become the largest bike-share effort in the country,
but it also brings outsized concerns about the placement of thousands of
bicycles and hundreds of rental kiosks in parks and on sidewalks and streets.
The program will require participants to purchase long- or short-term
memberships that include an unlimited number of trips of as long as 45 minutes;
additional fees would apply for longer trips. A yearly membership would cost
$100 or less; other pricing details have yet to be finalized.
“We could not be more excited to bring our successful bike share system to New
York City,” Alison Cohen, president of Alta Bicycle Share, said in a press
release. “Bike share is a new form of public transportation that will help
connect New Yorkers to their own neighborhoods, to other neighborhoods and to
Alta will introduce a trial program in the spring, testing a smaller number of
stations at locations yet to be chosen.
In November, the Department of Transportation issued a request for proposal
seeking companies interested in running the bike-share program. But the
requirements were high: bidders had to promise that the program would be
self-financed and would not require taxpayer help. The bidder could not excavate
streets to build its stands or allow the bikes to take up too many parking
spaces. The contractor also had to consult with city officials on all of its
sponsorship plans to avoid making these bikes look purely like two-wheeled
advertisements (think Ricky Bobby in the film “Talladega Nights”). Most of all,
if the winning bidder makes any money on this venture, it has to share profits
with the city.
Six bidders submitted proposals in February, and city officials narrowed the
finalists down to B-Cycle and Alta. Alta Bicycle Share, based in Portland, Ore.,
runs programs in Washington and Boston and in Melbourne, Australia, and its
supplier of bicycles and related equipment, Public Bike System Company, provides
the bikes in programs in London, Montreal, Toronto and Minneapolis. B-Cycle,
which is affiliated with the manufacturer Trek, has been associated with
programs in Denver and Chicago.
The selection process has not been without controversy. The Department of
Transportation faced heated discussions with City Council members about whether
the agency had inappropriately excluded them from the planning stages of the
program. Council members argued that because the bike-share network would be run
by a third-party vendor, it was considered a franchise, which requires the
Council’s authorization to run.
On Friday, the Department of Transportation agreed to hold public hearings and
briefings on the progress of the program with the Council.
New York Chooses Company to Run Bike-Share
Program, NYT, 14.9.2011,
September 10, 2011
The New York Times
By FRANK BRUNI
SOMETHING lovely and all too
rare happened to Janette Sadik-Khan, New York City’s frequently demonized
transportation commissioner, as she and I rode our bikes down Park Avenue South
one morning last month: Sadik-Khan got unsolicited, unfettered praise.
It came from a young cyclist who happened to pull up beside us, glanced over at
her and suddenly beamed.
“Oh, it’s you!” he stammered, then mentioned that he owned a bicycle shop and
had recently placed a newspaper ad publicly thanking her for her cycling
advocacy. “You’re going to leave a legacy, you know.”
He’s right. Sadik-Khan and Mayor Bloomberg both. And it’s past time that more
than just a passer-by trumpeted it.
Since the mayor appointed her in 2007 and she began to bring her agency’s work
more closely in line with his vision of a greener New York, the city has roughly
doubled its miles of bike lanes, to about 500. If you did any biking at all in
Manhattan or Brooklyn this summer, you may well have noticed the improvements,
including protected bike lanes (ones that separate cyclists entirely from street
traffic) on such major arteries as Columbus and First Avenues in Manhattan.
I know I did, and when I rode through the Upper West Side and the Lower East
Side, Williamsburg and Boerum Hill, I felt something I hadn’t before, a kind of
full permission and robust encouragement, even if motorists continued to behave
The city has also plotted a far-reaching and potentially game-changing public
bike share program, whose details and timetable are expected to be announced
this month. In a swift manner all the more impressive given government sclerosis
these days, New York is truly transforming itself.
And for that it has received, from some of its citizens, an unwarranted degree
of ill-considered grief. Biking, it seems, is an uphill ride, due largely to
mathematics and a sort of Catch-22: with only a small percentage of Americans
using bicycles as their primary method of transportation, there’s no huge public
outcry for — or immediate political benefit to — remaking city streets so that
they’re a little less friendly to cars and a lot more hospitable to bikes.
But without that hospitality, primarily in the form of better bike lanes and
more bike racks, biking isn’t convenient and attractive enough to win all that
many converts and thus a political constituency.
So if a city believes that biking is part of a better future, it must sometimes
muscle through a reluctant, rocky present. That’s precisely what Bloomberg and
Sadik-Khan have done, in a fine example of the way the mayor’s frequent
imperiousness and imperviousness to criticism can work to the city’s long-term
advantage. If anything, the two of them should move even faster and more boldly,
but that’s pure fantasy, given the opposition, bordering on hysteria, they’ve
met so far.
“There are not only 8.4 million New Yorkers but at times 8.4 million traffic
engineers,” Sadik-Khan said in an interview a few weeks after our bike ride.
“And we’re, you know, very opinionated.”
I’LL say. Her critics have brutalized her, even making inane schoolyard fun of
her surname by calling her Chaka Khan, after the hefty black R&B singer.
(Sadik-Khan is white and almost bony, and never belted a tune during any of our
meetings.) Before Anthony Weiner’s loins sundered his ambitions, he reportedly
taunted Bloomberg with the promise that he would succeed him as mayor and
promptly erase all the bike lanes. Additionally, a group of Brooklyn citizens
with close ties to Iris Weinshall, the former transportation commissioner and
wife of Chuck Schumer, filed a lawsuit against the city — dismissed by a judge
last month — for its installation of a protected bike lane along Prospect Park
West. And The New York Post was even more truculent, waging a constant, nasty
war against Sadik-Khan, who was excoriated in one typical editorial for “turning
over vast swaths of city streets to delivery boys on bikes and the occasional
cool dude pedaling along in his Day-Glo tights.”
Vast swaths? Day-Glo tights? Those of us on two wheels still get only a sliver
of the roads, and my biking shorts are baggy and olive green, with an elastic
By many credible accounts Sadik-Khan has brought some of this misery on herself,
with a style that can be impatient, intolerant, moralizing. I’ve gotten to know
her a bit, and she has a certainty that borders on righteousness and an
intensity in the vicinity of mania. But that’s to her credit — and our benefit.
New York needs visionaries who won’t simply let things be.
In the end the resistance that she and the city have encountered has to do
mostly with parochialism and selfishness. Some New Yorkers seem offended by the
notion that we should be more like such biking havens as Copenhagen, Paris, or
for that matter, Portland, Ore.: life here is too urgent and blunt and brutal
for such crunchy-granola niceties. Besides which, no one wants to give an inch,
literally: not the Prospect Park West gripers who lost parking spaces to the
bike lane, not the drivers of delivery trucks whose jobs are sometimes
complicated by such lanes, not the Manhattan traditionalists who feel that
sharing just a few of Central Park’s transverse paths with cyclists — as the
city decided in July they must do — requires too much in the way of vigilance
from people ambling among the trees. The complaints were loud and passionate.
And misleading. Several polls have shown that a majority of New Yorkers favor
the creation of bike lanes, at least in the abstract. The problem is that it’s a
relatively soft, quiet support, reflecting the limited use of those lanes.
According to Department of Transportation figures, about 15,500 cyclists daily
entered Manhattan’s central business district between Battery Park and 59th
Street in 2009, the most recent year for which statistics are available. That’s
in contrast to 762,000 cars.
But ridership is definitely growing. A decade earlier, only 4,700 cyclists
entered that part of Manhattan. And over the last 20 or so years, the percentage
of New Yorkers who use cycling to commute has doubled, to 0.6 percent in 2009
from 0.3 percent in 1990, according to an analysis of census figures by John
Pucher, a Rutgers University professor who studies bicycle trends worldwide.
That still leaves New York behind Chicago, with 1.2 percent of commuters on
bikes; Washington, D.C., with 2.2 percent; San Francisco, with 3 percent; and
Portland, with 5.8 percent.
WHAT’S keeping more cyclists in New York from doing so? “The indifference of the
New York City Police Department is the biggest obstacle,” said Charles Komanoff,
a mathematical economist and past president of Transportation Alternatives. He
and other cycling advocates said that police officers too seldom ticket drivers
who ignore cyclists’ rights, particularly by treating biking lanes as temporary
parking spots and thus forcing bike riders to swerve into and out of traffic. As
prevalent as such lane-obstruction is, I’ve noticed more news reports on
cyclists blowing through red lights, and I’ve found myself envying, of all
places, the Lithuanian capital of Vilnius. Its mayor recently deployed a tank to
crush a Mercedes-Benz illegally parked in a bike lane.
Without going quite that far, our city’s police officers must do more. And the
transportation department must expand markedly the number of bike racks citywide
— the official city count is about 12,800 — so that riders can rest assured that
they’ll find a safe place to stow their bicycles. Pucher is the co-author of
“City Cycling,” a forthcoming book, which notes that Paris has about 1,490 bike
parking spaces — slots in racks, for example — per 100,000 people, London about
1,670 and Tokyo about 6,400. And New York? About 152. “It’s lousy, lousy,
lousy,” Pucher said.
TWO summers ago, a companion and I hunted so fruitlessly for a rack outside a
movie theater that we locked our bikes — illegally — to a parking sign. The
sign’s mooring in the concrete must have been loose, because we came out of “The
Hurt Locker” to find it lying on the sidewalk across the street, where it had
apparently been deposited by a thief or thieves who’d pried it from the ground
so they could liberate our bikes. This happened in full view of a busy grocery
store and within feet of a Mister Softee truck. New York really is brutal.
The bike share program will help enormously, because for every bike, there will
be a locked place at the stations where you will be able to pick it up and drop
it off. In the transportation department’s request for bids from private
companies, it outlined a network of about 600 stations with at least 10,000
bikes, to be at least partly operational next year. Usage fees might be just a
few dollars for short rides, making bikes a sensible alternative to, say,
subways, which have suffered from service cutbacks and increased crowding.
The Chicago transportation commissioner, Gabe Klein, noted that biking pushed
back against a range of modern ills. “There’s the congestion problem,” he said.
“The pollution problem. The obesity problem. The gas problem.”
On top of all that, it makes an important statement about our priorities — about
our willingness to amend the reckless, impatient, gluttonous ways that have
created not only smog and clog in our cities but also a staggering federal debt.
“Bikes are definitely a symbol of what your city stands for,” said Klein.
Bicycle Visionary NYT, 10.9.2011,
Before Bike-Share Effort Starts,
Concerns Are Raised
About How It Will Work
June 3, 2011
The New York Times
By CHRISTINE HAUGHNEY
The Bloomberg administration is only months away from rolling out an
ambitious bike-share program intended eventually to rival ones in London, Paris
and Washington, yet the proposal has already been plagued by questions of its
Community board members have raised concerns about whether bike-share kiosks and
racks would encroach on precious sidewalk areas, or swallow parking spaces. Some
of the more seasoned bike-share companies did not bid on the project.
And the equipment provider for Alta Bicycle Share, one of the two finalists
vying to run the operation, has run into financial problems in Montreal.
Government officials there eventually provided $108 million in financing to that
provider, Public Bike System Company, in part to cover losses incurred by Bixi,
the city’s bike-share program.
All things considered, it has been somewhat of a bumpy start for a program that
could help shape Mayor Michael R. Bloomberg’s legacy of leaving a more
environmentally friendly city.
When the city issued its request for proposals last November, it called for
“financially self-sustaining, 24-hour transportation that complements existing
transit and transportation options.”
The city called for a 30-station test program to start later this summer and for
the official program, featuring 10,000 bicycles at 600 stations, to start on
April 1, 2012. The city emphasized that not only would it not finance any part
of the program, but it also expected the winning bidder to share its profits.
With each news conference and public event, the mayor’s enthusiasm has grown.
“Every city that I’ve talked to mayors in around the world, it’s one the most
popular things they’ve ever done,” Mr. Bloomberg said last month. “I would
expect it to be popular here in the city.”
Sean Sweeney, who runs the SoHo Alliance and is chairman of the landmarks
committee for Community Board 2, said he liked the idea of a bike-share program.
But he fears that the Transportation Department will just add the kiosks to the
packed streets of SoHo with little feedback from the community.
“We want our sidewalks back; the sidewalks in SoHo are not for sale,” Mr.
Sweeney said. “Our sidewalks are precious to us because they are so narrow.”
Seth Solomonow, a spokesman for the Transportation Department, declined to
comment on the city’s plans.
Many leading bike-share companies expressed early interest in the city’s
proposal. Wayne Sosin, president of Worksman Cycles, a bicycle manufacturer
based in Queens that placed an unsuccessful bid for the contract, said
representatives from some of the biggest bike-share companies in the world were
at a meeting in December about the program: Cemusa, responsible for programs in
Pamplona and San Sebastian, Spain; J. C. Decaux, which designed the Paris
program; and Clear Channel, which started the Washington program but later
But while other cities have given advertising companies unlimited opportunities
to use the bike-share program, New York specified there could be only one
advertising sponsor per bicycle and on each station computer unit.
Mr. Sosin said that when Worksman approached Cemusa, J. C. Decaux and Clear
Channel to possibly team up with them on a proposal, they all declined and did
not bid. Risa B. Heller, a spokeswoman for Cemusa, said the company passed it up
because “right now we are focused on our street furniture contract in New York
City.” J. C. Decaux did not return calls and e-mails; Nancy Zakhary, a
spokeswoman for Clear Channel Outdoor, said she could not “comment on
prospective bids and strategies.”
In March, the city narrowed its field from six bidders to two: Alta and B-Cycle,
which is affiliated with the manufacturer Trek, and has done programs in Chicago
and Denver. Trek did not respond to requests for an interview.
Roger Plamondon, the board chairman of Public Bike System, said his company had
the financial resources to come to New York, despite its issues in Montreal. In
2009, Bixi’s first year, the program lost $5.5 million; last year, it lost $7
million, Mr. Plamondon said.
The City of Montreal lent $37 million to Public Bike System to be repaid over 12
years and guaranteed a $71 million private loan to help finance the expansion of
Mayor Gérald Tremblay of Montreal said he supported the bailout because it would
help preserve a popular program, and because Public Bike System showed promise
in developing international programs patterned after Bixi.
“My intent is not for Bixi to make money,” Mr. Tremblay said. “But it is for
Bixi not to lose money.”
Mr. Plamondon said he underestimated how long it would take to secure financing
to help pay for its expansion.
“I can guarantee you we are not on the brink of bankruptcy,” he said.
Michael M. Grynbaum contributed reporting.
This article has been revised
to reflect the following correction:
Correction: June 7, 2011
An article on Saturday about problems with a proposed bike-sharing program in
New York City misidentified the company that had financial problems with a
similar operation in Montreal. It was Public Bike System Company, the equipment
provider for Alta Bicycle Share, which is a finalist to run New York’s program,
not Alta itself. The error was repeated in a front-page summary of the article.
The article also misstated the Spanish cities where another company, Cemusa,
which decided not to bid for New York’s program, operates bike-share programs.
They are Pamplona and San Sebastian, not Madrid and Barcelona.
Before Bike-Share Effort
Concerns Are Raised About How It Will Work,
Related > Anglonautes >
transportation > walking, pedestrians
lifestyle > walk, exercise, fitness
blood pressure, heart disease, stroke