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As of last June, more than two years after New York legalized recreational marijuana, just 12 state-licensed dispensaries had opened for business, falling far short of Gov. Kathy Hochul’s prediction that more than 100 would be operating by that summer. Six months later, Hochul was bragging that “nearly 40 adult-use dispensaries will have opened in 2023.” The current count is 87. Those stores, The New York Times notes, “are far outnumbered by more than 2,000rogue head shops, the target of complaints that they siphon customers,sell to childrenandattract criminals.”

New York’s rollout of marijuana legalization has been a “disaster,” as Hochul conceded in January. “Every other storefront” is an unlicensed pot shop, she told The Buffalo News. “It’s insane.”

That disaster has frustrated would-be retailers, left farmers in the lurch, played havoc with tax revenue projections, and made a joke out of any expectation that New York, by learning from the experienceof states that legalized marijuana earlier, would do a better job of displacing the black market.The insanity that Hochul perceives is a product of bad decisions by politicians who should have known better and obstruction by regulators who sacrificed efficiency on the altar of diversity.

Unlike states such as New Jersey, where voters approved legalization in 2020, and Maryland, where a similar ballot initiative passed two years later, New York did not initially allow existing medical dispensaries to start serving the recreational market. Its slow and complicated licensing process, which was skewed by an “equity” program that prioritized approval of applicants with marijuana-related criminal records or their relatives, is maddeningly hard to navigate.

Those preferences invited lawsuits by people who were excluded, which further delayed approval of licenses. Guidance and financial help for people struggling to jump through the state’s hoops never materialized. And as in other states, high taxes and burdensome regulations have made it hard for licensed businesses to compete with unauthorized dealers.

TheTimes story, which opens with the stark numerical contrast between those two categories of marijuana suppliers, later takes a stab at a more positive spin: “New York now has more licensed recreational dispensaries than any state on the East Coast except Massachusetts.” But even that is not true.

Maine, where voters approved legalization in 2016, has 139 recreational dispensaries, serving a population less than a tenth as big as New York’s. New Jersey, with a population less than half as big as New York’s, has 101 recreational dispensaries two years after legal sales began.

Connecticut, which legalized recreational marijuana the same year as New York, has 28 dispensaries serving that marketnearly twice as many per capita. Maryland, which legalized marijuana in 2022, has 101 dispensaries that serve recreational consumers as well as patients. Maryland’s population is less than one-third the size of New York’s. Even tiny Rhode Islandwhich has a population one-twentieth as big as New York’s, legalized marijuana a year later, and has just half a dozen recreational dispensariesstill has more per capita.

New York’s population is almost three times as big as the population of Massachusetts, where legal recreational sales began in November 2018. Massachusetts has nearly 400 licensed dispensaries. That’s roughly six authorized retailers per 100,000 residents, compared to about 0.4 per 100,000 in New York.

If you consider the situation in other regions of the country, New York’s pitiful number of licensed dispensaries looks even worse. Colorado, where the first recreational outlets opened in 2014, now has 670, or about 11 per 100,000 residents. Oregon, where legal recreational sales began the same year, has more than 800 licensed outlets, about 19 per 100,000 Oregonians.

Both of those states, of course, had a jump on New York, approving legalization in 2012 and 2014, respectively. But New Mexico legalized recreational marijuana the same year as New York, and it has more than 1,000 dispensaries, serving a population one-tenth as big as New York’s.

Any way you cut it, New York has done a terrible job of getting licensed dispensaries up and running.But the Times sees another silver lining: It notes that dispensary owners “include people with criminal convictions, veterans, women, nonprofits and people of Black, Latino and Asian descent.”

The affirmative action that helped achieve that diversity is part of the problem. Among other things, New York mandated preferences for license applicants who suffered as a result of the crusade against cannabis. While that idea has a pleasing symmetry, it never made much sense as a way of making up for the harm inflicted by cannabis criminalization. And in practice, executing the plan has drastically limited the legal marijuana supply.

People with marijuana convictions certainly should not be excluded from participating in the newly legal market, a policy that would add insult to injury. But that does not mean they should have a legal advantage over cannabis entrepreneurs who were never arrested but might be better qualified.

The state arguably does owe something to people who were punished for engaging in a business it has now decided to legalize. But why should reparations take the form of marijuana license preferences, as opposed to, say, direct financial compensation for legal costs and lost liberty? The method New York has chosen is limited to people who are currently interested in selling cannabis, which illogically excludes many others who were injured by enforcement of the state’s marijuana laws.

Hochul nevertheless is proud of New York’s equity efforts, even as she complains about the state’s agonizingly slow progress toward a legal market. “I’m very fed up with how long it’s taken to get some of these approvals,” she told The Buffalo News after New York’s Cannabis Control Board canceled a meeting at which it was expected to approve new retail licenses. “My understanding is that the board was supposed to consider 400 applicants. They only had three new retail locations approved….My team got involved and [said], ‘No, go back to the drawing board, work harder, get this done.’ And no, I’m not satisfied with the pace.”

Part of the solution, Hochul thinks, is cracking down on all those “rogue head shops,” which is apt to inflict precisely the sort of injury that New York supposedly is trying to ameliorate, punishing entrepreneurs for filling the yawning gap left by the state’s misguided policies and administrative incompetence. More promisingly, Hochul has ordered “a top-to-bottom review of the state’s licensing bureaucracy,” aiming to “shorten the time it takes to process applications and get businesses open.”

TheTimes notes that license applicants “have filed lawsuits accusing the agency ofoverstepping its authority,giving conflicting guidanceanddiscriminating against white men in its push for diversity.” The rollout “has been delayed for months at a time by lawsuits, the state’s monthslong rule-making process and the state’s failure to provide the start-up loans and real estate that it promised to the first 150 dispensaries.”

A recent scandal involving Damian Fagon, the New York Office of Cannabis Management’s chief equity officer, reinforced the impression of dysfunction. Jenny Argie, who owns a company that supplied edibles to dispensaries, told theTimes that Fagon “retaliated against her company, Jenny’s Baked at Home, after New York Cannabis Insider published parts of a conversation with him about the state’s failure to punish bad actors, which she had recorded.” A month later, “her products were recalleda first for the stateand her business has been temporarily shut down.” Fagon has been placed on administrative leave pending the outcome of an investigation by the state inspector general’s office.

Legalization activist Annette Fernandez defended Fagon in an interview with theTimes. “Regardless of his hubris,” she said, “he’s still the No. 1 advocate for equity.” But the equity progra is itself an act of hubris, distorting the market by prioritizing progressive goals instead of awarding licenses to anyone with the wherewithal to run a successful marijuana business.

In addition to the bureaucratic shake-up, Hochul supports legislation that would substantially reduce the state’s marijuana taxes. As should have been obvious to anyone who was paying attention to what happened in states such as California (which apparently did not include New York’s legislators), taxes are a major factor in the ability of licensed marijuana businesses to compete with the black market, attract customers, and turn a profit.

New York collects a 13 percent retail tax on cannabis products, plus a tax based on their THC content: 3 cents per milligram in edibles, eight-tenths of a cent per milligram in concentrates, and half a cent per milligram in flower. That tax amounts to 30 cents for a gummy containing 10 milligrams of THC and $3 for a 100-milligram chocolate bar. And since it is collected from the distributor, its impact is compounded by the markup and tax at the retail level. Hochul favors replacing the THC tax with a 9 percent wholesale excise tax.

The THC tax is one of those ideas that appeal to progressive technocrats who give little thought to unintended consequences. The rationale was that it would help maintain revenue in the face of falling retail prices while deterring overconsumption by forcing consumers to pay more for products of higher potency. Legislators somehow did not take into account the existence of a black market in which the tax rate is zero. Given that reality, there is an unavoidable tradeoff between using taxes to raise revenue or paternalistically prod consumers and getting those consumers to patronize the businesses that actually collect the taxes.

Back in December 2022, Hochul unveiled a “licensed cannabis dispensary tool” that consumers could use to check a pot store’s legal status. She urged shoppers to look for signs “posted in the windows of legally licensed retail dispensaries” that include a QR code to verify that a store is officially allowed to sell cannabis. She said the signs “will help to protect public health and strengthen our ability to deliver the equitable cannabis market our law envisions,” and she promised to “shutdown illicit operators who are selling products that put New Yorkers at risk.”

More than a year later, those “illicit operators” outnumber “legally licensed retail dispensaries” by about 23 to 1. Instead of trying to scare consumers about the hazards that might be lurking in black-market pot or urging them to do their civic duty by eschewing it, maybe New York politicians should remove the barriers that have fostered the embarrassing situation in which they find themselves.

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Comeback kid: Rachel Reeves’s revival plan

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Comeback kid: Rachel Reeves's revival plan

👉Listen to Politics At Sam And Anne’s on your podcast app👈

The chancellor is back out on the road to start the government’s re-launch week, ahead of the parliamentary recess.

In today’s episode, Sky News’ Sam Coates and Politico’s Anne McElvoy explain how comments on a proposed wealth tax by Rachel Reeves’s cabinet colleagues may have already put her in a tricky situation.

Elsewhere, Buckingham Palace has confirmed that Windsor Castle will host US President Donald Trump for a second unprecedented state visit in September.

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UK

Southend Airport remains closed after ‘fireball’ plane crash

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Southend Airport remains closed after 'fireball' plane crash

Southend Airport has been closed until further notice after a small plane crashed – as video footage emerged showing the aftermath of a huge fireball.

Images posted online showed large flames and a cloud of black smoke following the incident on Sunday afternoon.

Essex Police said it responded to “reports of a collision involving one 12-metre plane” shortly before 4pm.

“We are working with all emergency services at the scene now and that work will be ongoing for several hours,” the statement said.

“We would please ask the public to avoid this area where possible while this work continues.”

Southend Airport said it would be “closed until further notice” due to the “serious incident”.

“We ask that any passengers due to travel (on Monday) via London Southend Airport contact their airline for information and advice,” it added.

Fireball after plane crash at Southend Airport. Pic: Ben G
Image:
A huge fireball near the airport. Pic: Ben G

Zeusch Aviation, based at Lelystad Airport in the Netherlands, confirmed its SUZ1 flight had been “involved in an accident” at the airport and its thoughts were with “everyone who has been affected”.

It has been reported that the plane involved in the incident is a Beech B200 Super King Air.

According to flight-tracking service Flightradar, it took off at 3.48pm and was bound for Lelystad, a city in the Netherlands.

Pilots ‘waved’ to families watching planes

One man, who was at the airport with his wife and children, told Sky News the plane crashed within seconds of taking off.

John Johnson said the pilots “waved” at his family as they taxied the aircraft.

“We all waved [back] at them,” he continued. “They carried on taxiing to their take-off point and turned around.

“Then they throttled up the engines and passed by us. The aircraft took off and within a few seconds it had a steep bank angle to its left.”

The aircraft then “almost seemed to invert and unfortunately crashed,” he said. “There was a large fireball.”

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Smoke seen after small plane crashes

‘Airport was in lockdown’

Wren Stranix, 16, from Woodbridge in Suffolk, was in another aircraft waiting to take off for Newquay, Cornwall, with her family and boyfriend when the plane came down.

They watched from their aircraft as the emergency services arrived and were not able to leave their seats.

“The flight attendant didn’t know what was going on,” she told Sky News. “They said the plane had exploded and they didn’t know if it was safe or not. The airport was in lockdown.”

Smoke rising near Southend airport. Pic: UKNIP
Image:
Plumes of black smoke. Pic: UKNIP

They were eventually allowed back in the terminal to wait before all flights were cancelled.

Southend Airport said the incident involved “a general aviation aircraft”.

Read more from Sky News:
Liverpool honours Jota at first game since his death
Trump threatens to revoke comedian’s US citizenship

The plane pictured at Amsterdam Schiphol Airport in September 2024. Pic: Pascal Weste
Image:
A photo of the plane at Amsterdam Schiphol Airport in September 2024. Pic: Pascal Weste

After the incident, EasyJet – one of just a few airlines that uses the airport – said all of its remaining flights to and from Southend had been “diverted to alternative airports or are no longer able to operate”.

The airline said it has contacted customers who were due to travel on Sunday. Anyone due to fly on Monday should check online for up-to-date information, it added.

Essex County Fire and Rescue Service said four crews, along with off-road vehicles, have attended the scene.

The East of England Ambulance Service said four ambulances, four hazardous area response team vehicles and an air ambulance had been sent to the incident.

Fire engines at the scene at Southend Airport
Image:
Fire engines at the airport

David Burton-Sampson, the MP for Southend West and Leigh, asked people to keep away from the area and “allow the emergency services to do their work” in a post on social media.

Transport Secretary Heidi Alexander said she was “monitoring the situation closely and receiving regular updates”.

Essex Police have set up a dedicated public portal and phone line where people can contact them about the crash at https://esxpol.uk/LIbaz and on 0800 0961011.

Chief Superintendent Morgan Cronin said: “In these very early stages it is vital we gather the information we need, and continue supporting the people of Essex.”

He added: “We are working closely with all at the scene, as well as the Air Accident Investigation Branch, to establish what has happened today and why.”

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Environment

Honda’s super low-cost electric motorcycle revealed in new patent images

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Honda's super low-cost electric motorcycle revealed in new patent images

Honda’s patent filings offer a clear glimpse into the company’s plans for an ultra-affordable electric motorcycle, integrating a proven chassis with a simple electric powertrain. It’s a clear glimpse into how the world’s most prolific motorcycle maker plans to challenge the nascent electric motorcycle market.

The filings in Honda’s new patent show a bike built around the familiar platform of the Honda Shine 100, a best-selling commuter in India, reimagined in electric form for a cost-effective future of urban mobility.

According to Cycle World’s Ben Purvis, Honda’s patent sketches outline a design that repurposes the Shine’s sturdy frame and chassis mounting points to house an electric motor and compact battery setup. Positioned where the engine once sat, a mid-motor drives the rear wheel via a single-speed reduction gear and chain – mirroring the essentials of the original gasoline-powered commuter bike.

Instead of a traditional fuel tank, the design features two lithium-ion battery packs, angled forward on either side of the spine frame and fitting neatly into the existing geometry.

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What makes the bike revealed in this patent even more interesting isn’t just its clever packaging, but rather the platform. By leveraging the proven Shine chassis, Honda can significantly cut development costs, manufacturing complexity, and market price. That’s a big statement given that surviving in price-sensitive markets like India demands simplicity and reliability. And by piggybacking off a proven platform, Honda can dramatically reduce the time to market from the time the boardroom bigwigs give the project the final green light.

Honda’s patent images show an electric motorcycle built on the same platform as the Honda Shine 100

The design still seems to feature styling that would be fairly consistent with the Shine 100, even down to a gas cap-like circular protrusion likely on top of a faux-tank. Some electric motorcycles in the past have used this location to hide a charging port, keeping similar form and function to outdated fuel tanks and fill ports, though it’s not clear if that is Honda’s intention.

It’s not clear what power level Honda could be targeting, but the Shine bike from which Honda’s creation draws its design inspiration could provide some clues. The Honda Shine 100 features a 99cc engine that provides around 7.3 horsepower (around 5.5 kW) and has a top speed of 85 km/h (53 mph), solidly planting it in the commuter segment of motorcycles.

The electric motorcycle in Honda’s design would be unlikely to target much higher performance as it would drastically increase the required battery capacity, and thus similar speeds of around 80-85 km/h (50-53 mph) would seem likely.

There also appears to be no active cooling, which would also limit the amount of power that Honda would be likely to draw continuously. The patent describes a channel formed by the two battery packs, leading to the speed controller and creating ducted cooling that pulls heat out of the batteries and electronics without drawing extra power.

Honda hasn’t released a final design, but I ask AI to create one based on the patent images. I’d ride that!

This emerging design is just one piece of Honda’s broader electric two-wheeler strategy. Their entry-level EM1 e: and Activa e: scooters launched with mobile battery packs and budget-friendly pricing. Meanwhile, high-tech concepts continually push the envelope. But this Shine-based bike aims squarely at the heart of mainstream affordability – a move likely to resonate with millions of new electric riders in developing regions like India where traditionally-styled small-dsiplacement motorcycles reign supreme.

Honda hasn’t revealed a timeline or pricing yet, but Honda’s patents offer real hope to fans of the brand’s electric efforts. If scaled effectively, this could be the first truly mass-market electric motorcycle from a major OEM, with a sticker price likely far below the $5,000 mark usually seen as a floor for commuter electric motorcycles from major manufacturers. That would also dramatically undercut models from brands like Zero or Harley-Davidson’s LiveWire, even as those brands rush to bring their own lower-cost models to market.

Electrek’s Take

Honda’s patent reveals a clever, no-frills EV designed to democratize electric two-wheeling, especially in developing markets that are even more price-sensitive than Western electric motorcycle customers.

Using a trusted frame, simple electric drive, and passive cooling, I’d say it definitely prioritizes cost over complexity, which is exactly what urban commuters need. If Honda can bring this to market, it would not just add another electric bike to the mix… it could create a new baseline for affordability in affordable electric mobility. Now we’re just waiting for the rubber to hit the road!

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