http://www.nytimes.com/2011/09/11/opinion/sunday/bruni-janette-sadik-khan-bicycle-visionary.html
Op-Ed Columnist
Bicycle Visionary
By FRANK BRUNI
Published: September 10, 2011
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 obtusely.
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 waist.
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.
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