Let’s go . . . bikes!

from Streetsblog . . .

 

U.S. PIRG Report: Young Americans Dump Cars for Bikes, BusesPosted: 05 Apr 2012 11:58 AM PDT

The U.S. Public Interest Research Group has been crunching the numbers on travel preferences among young Americans — and the news is not good for auto makers.

Public transit use increased 100 percent among 16-34-year-olds with household incomes above $70,000, according to a new report from PIRG. Photo: U.S. PIRG

The report — Transportation and the New Generation — is chock-full of nuggets like this:

Driving is down: “From 2001 to 2009, the annual number of vehicle miles traveled by young people (16 to 34-year-olds) decreased from 10,300 miles to 7,900 miles per capita—a drop of 23 percent.”

Biking is up: “In 2009, 16- to 34-year-olds as a whole took 24 percent more bike trips than they took in 2001, despite the age group actually shrinking in size by 2 percent.”

Young people even reported consciously driving less to save the environment. “Sixteen percent of 18- to 34-year-olds polled said they strongly agreed with the statement, ‘I want to protect the environment, so I drive less.’ This is compared to approximately nine percent of older generations.”

The trend toward non-automobile transportation options was even more pronounced among higher-income Americans, notable because this group is less likely to be motivated by economic concerns. “From 2001 to 2009, young people (16- to 34-year-olds) who lived in households with annual incomes of over $70,000 increased their use of public transit by 100 percent, biking by 122 percent, and walking by 37 percent.”

A number of factors are thought to be contributing to the trend. Some states now require “graduated” driver’s licensing, making young people pass multiple driving tests and hold learner’s permits longer before they earn full privileges. Higher gas prices, obviously, help put owning a car out of reach for many younger Americans, especially as the age group struggles in a less-favorable job market. Finally, technology, specifically smartphones, and their incompatibility with (safe) driving, help make alternatives that much more inviting.

The pervasiveness of the data suggests a larger cultural shift away from automobile use and sprawling communities among younger generations, the report concludes.

Of course, the American political system has yet to catch up to, or even fully comprehend, this sea change.

“Policy-makers and the public need to be aware that America’s current transportation policy—dominated by road building—is fundamentally out-of-step with the transportation patterns and expressed preferences of growing numbers of Americans,” the authors write. ”Federal and local governments have historically made massive investments in new highway capacity on the assumption that driving will continue to increase at a rapid and steady pace. The changing transportation preferences of young people — and Americans overall — throw those assumptions into doubt.”

Data was obtained from the National Household Travel Survey and surveys by Zipcar and the National Association for Realtors.

Passport to Green New York: A Five Borough Eco-Treasure Hunt

 

You could win a flat-screen television just for supporting eco-friendly businesses.

This spring, Earth Day New York is sponsoring a green-themed scavenger hunt throughout the five boroughs.

Earth Day New York has signed on 24 specific Earth-friendly businesses – including Bike and Roll New York City – and New Yorkers that swing by can enter to win a cash prize or electronics — such as a laptop or flat-screen TV.

People that visit 12 or  more “green” destinations can win prizes including $500 cash, a Toshiba flat-screen television or a Toshiba laptop.

People that go to at least five destinations can win gifts such as $250 in gift cards.

Participants must collect stamps at each destination on their “Passport to Green,” which can be downloaded at www.earthdayny.org.

Earth Day New York hopes to raise awareness of the green places in the city and support environment-friendly   businesses.

The contest runs from March 20 to April 21.

The following are participating businesses:

Bareburger
Bike & Roll NYC
Dos Toros Taqueria
Green Fitness Studio
Sustainable NYC
New York Botanical Garden
Bronx Zoo
Bicycle Habitat
Gobo
Haus 96
Juice Generation
Land Yoga
Organique
Snug Harbor Cultural Center and Botanic Garden
‘Wichcraft

Our Newest . . . Bike (?) and a Cross-Country Hero

Bike and Roll NYC has a new partner . . . ElliptiGO.  These “bikes” (for lack of a better word) are elliptical machines on wheels.  Imagine yourself on a bike, but instead of pedals your feet are moving forward and backward on platforms as they do on an elliptical machine.  You’re standing up, so you’re much higher than you are on a bike, your hands are on handle bars with hand brakes, and you have gears so you can really get moving or up a hill.  Unlike an elliptical machine at a gym, you’re not staring at a wall, a screen, a book, or a magazine, you’re out and about.  It’s surprisingly easy!

Our friend, Emily Banks, on an ElliptiGO for the first time — in 4″ heels. It really is easy!

We had the privilege yesterday of meeting Rick Hermelin, an amazing 71-year-old former Marine  who is going to cross the country on an ElliptiGO to benefit the Semper Fi Fund.  Starting from the Marine Corps Recruit Depot in Parris Island, South Carolina on March 23rd, Rick is planning to ride across the southern tier of the US in 100 days and arrive at Camp Pendleton in San Diego.  The Semper Fi Fund gives support to injured Marines and their families during recuperation.  We are still a nation at war with many injured service men and women returning home to the harsh challenge of rehabilitation.  Rick’s journey is an honorable effort put forth by an honorable man.

http://100daysforthecorps.wordpress.com/about/

Rick likes even numbers.  He’s been running for 35 years and has completed 100 marathons, 100 half-marathons, and 100 10K races.  He doesn’t look a day older than 60.  He’s a lifelong athlete who knows how to take care of his body.  He’s one of the most centered people imaginable — caring, easy, gentle.

ElliptiGO is a southern California company trying to get their product better known in the East Coast market.  As part of their efforts, they have asked us to add several ElliptiGOs to our fleet of bikes and make them available for demonstrations and rentals.

So when Rick was asked to appear on Fox & Friends at their New York studio onFriday morning (and by morning, I mean real morning — 6am) to promote his journey for the Semper Fi Fund, we were asked to provide the ElliptiGOs, a couple of people to get the Fox & Friends hosts on and off the bikes, helmets, and general support.

http://video.foxnews.com/v/1496932801001/71-year-old-rides-cross-country-for-wounded-marines

The beautiful weather this winter has meant that our season has started earlier than usual.  Sixty degrees in March isn’t unheard of, but a long stretch of 60-degree days gets everyone thinking about bikes and riding the city’s parks and bike paths.  Translation:  the ElliptiGOs were still in their boxes as we got our other fleet built, tuned, and distributed.  But we jumped to it and got four ElliptiGOs built and ready for Rick’s appearance.

Fox & Friends is incredibly organized.  I got a call at home at 5:30am to be sure that everything was going as planned.  I explained I was only a 10-minute cab ride away and would be there on time (I got there at 5:45).  Rick was already waiting.  Two Bike and Roll assistants were there by 5:50 and the ElliptiGOs were ready to be unloaded from the truck, too.  The plaza next to the studio where we unloaded them was too inviting not to take a test ride.  As the sun came up we were riding and laughing and getting every passersby’s attention.

Rick was called into make-up at about 7:15, then mic’ed up at 7:20.  At 7:25 he was asked to go out to the plaza for a “teaser.”  He was joined by Brian Kilmeade who hopped on an ElliptiGO and rode like a pro.

Brian Kilmeade on his first ride on an ElliptiGO.

Anchors being anchors, no helmet was used, but we always recommend the use of a helmet . . . on a bike, on an ElliptiGO.  It’s just a wise habit to have.

After the teaser came the actual interview.  Rick was fantastic.  He’s a natural on camera.  What was a bit unexpected, though, was that Steve Doocy immediately joined Rick and Brian on an ElliptiGO.  The producer got on one, too.  The newbies were all immediate experts.  And the plenty-big plaza wasn’t big enough — suddenly they were going around to the 6th Avenue side of the building, out on the sidewalk, anywhere they could get some speed going.  I was glad it was still early and pedestrians were few and far between.  There was one near-collision by the corner of the building where there was no visibility, but no crashes.

Rick Hermelin being interviewed by Kilmeade and Doocy for Fox & Friends

Okay, so the coverage of Bike and Roll didn’t happen, but it did make it clear to us that the interest in the ElliptiGO is huge.

We packed up the bikes and helmets and headed off to our next stop — a media event for Rick at our Bike and Roll location at Tavern on the Green.  It was still quite early and no media reps were expected before 10am, so we got to spend some time with Rick in a nearby cafe and hear about his life and his journey to this incredible trek across the country.

Born in Mexico City, Rick moved to the US with his family when he was 7.  He grew up in Texas, then served a four-year stint in the Marine Corps after Korea and before Viet Nam.  He served in Laos.  As an athlete he became interested in physiology, which led to a degree in massage therapy.

“I’ve never felt pain,” he told us.  “It was only after I started to study massage therapy that I understood what other athletes felt.  The ElliptiGO has no pressure points, so it’s great for everyone.  If you can walk, you can ride one.”

Rick Hermelin at Tavern on the Green with the ElliptiGO bikes.

After we set up at Tavern on the Green, several people came over to try out an ElliptiGO.  One gentleman said, “I don’t mean to be disrespectful, but there’s just something really sexy about them.”

Once at Tavern on the Green, media reps from MSNBC and Fox News interviewed Rick.  It was fun to see them courteously stay out of each other’s shots.  When it comes to bikes, there is no politics.

http://maddowblog.msnbc.msn.com/_news/2012/03/10/10626237-sort-of-a-really-long-one-man-parade-for-injured-troops

After the interviews (where Rick was charming and informative — a natural), a man on an ElliptiGo road up.  Richard, also 71, and Rick struck up an immediate friendship and talked for about an hour.  Richard was looking for some advice on hills and Rick had it for him.  As they were chatting, another man on an ElliptiGO road past on the park drive.  I’ve seen an ElliptiGO twice in the past year, so seeing several independently seemed to imply some sort of harmonic ElliptiGO convergence.

The ElliptiGOs got so much attention that we left all four at Bike and Roll at Tavern on the Green.  If you want to try one, take one for a ride, or rent one for the day, come to our Tavern on the Green location, open every day from 9am to 5pm.  The weather is supposed to be in the 60s and even hit 70 next week, perfect for riding any bike:  Comfort, Performance, Race, tandem, or ElliptiGO!

The season’s first commute to work!

It’s a special day when the planets align and allow me to take advantage of an almost 60-degree day in February and let me ride to my office!  My meetings today are with an extremely young entrepreneur and with a director at a school that wants to offer our Learn-to-Ride after-school program.  Neither will care that I’m in sneakers and khakis.  The daylight lasts long enough into the evenings so that I won’t have to ride home in the dark.  My tires have been filled over the weekend.  Everything I need to carry today fits in my backpack.  It’s a go.

The bikes I see on the way in are few and far between, but I’m riding early and get to the office by 8.  The ride just feels good and it’s fast.  I can’t face the subway in the morning, so I walk to work.  It takes about an hour.  The ride is only about 20 minutes, even when obeying all the safe cycling rules.

The park is gorgeous and empty.  The lake is full of mallards and northern shovelers.  Daffodils are replacing snowdrops.  Did I miss the crocuses entirely?

We’ve moved our offices since I last commuted by bike, so I need to figure out how to get there without riding the wrong way on New York’s one-way streets.  It’s a piece of cake.  I’m looking forward to hitting the Hudson River Greenway on the way home, where there may be more bikes but no cars.

Our Columbus Circle location is open today.  The inventory there includes kids’ bikes.  It’s a great day to take a lunch break wheeling through the park or to put the kids on bikes after picking them up at school.  Our season officially begins on March 5th when our locations at Columbus Circle, Tavern on the Green, Pier 84 and Battery Park will all be open.  Guided tours start March 10th.

It’s weird that we haven’t really had a winter, but taking advantage of a day like this for any kind of ride is just the right thing to do.

LeBron James Bikes to Work “All the Time”

This Twitter photo of LeBron James biking to American Airlines Arena before facing off against Derrick Rose and the Chicago Bulls last night has gone viral on sports news sites all over America.

 

There are some interesting sociological currents swirling around LeBron James, bike commuter. While the photographerlabeled James a “manchild” for taking to Miami’s none-too-friendly streets on a bike, the prevailing sentiment in the ESPN comments section seems to be that the sight of LeBron riding to work will help rehab his public image.

 

After the Heat edged the Bulls, James told reporters in the locker room that bike commuting is pretty routine for him. In fact, he seems to enjoy talking about the bike ride more than the basketball game:

 

LeBron’s best-known link to cycling is the charity “Bikeathon” he founded in his hometown of Akron, Ohio, which he still puts on every spring.The Heat forward isn’t as vocal about his modal proclivities as say, Baltimore Orioles pitcher Jeremy Guthrie, but he sure has a higher pulpit if he ever chooses to speak up about street safety. Our friends at Transit Miami are hoping LeBron the bike commuter can quicken the pace of change in south Florida: “Maybe now we can get some Lebron-sized bicycle lanes.”

 

 

 

[When are we going to see some Knicks on bikes???  CG]

 

Image credits: @peter1lee & HotHotHoops.com@cjzero and cjzero. Hat tip: @JackNruth

 

 


From Dani Simons’s Smart Marketing for Sustainable Streets

Using Hashtags to Build #Bike Community

Maybe I’ve been spending too much time in front of my computer this holiday season, but I’ve been thinking a lot about how lots of “next generation” bike commuters in New York are forging a useful and meaningful community via Twitter.

When I first started riding here, it seemed that every hardcore bike commuter I met (at the time, mostly older, most white, mostly men, mostly in spandex, who tended to go on and on and on at various community meetings or social occasions) read a listserv called e-bikes.

But e-bikes was often filled with cranky complainers and the tips and useful bits of information were few and far between. At that point getting answers on bike questions (such as, when is that new lane going to be installed, or when is that construction on the bridge going to be finished) was also much harder than it is today, so people turned to e-bikes for answers. And even if you had a “silly” newbie question like “How can I make sure my hair doesn’t look totally ridiculous when I arrive at work after biking 7 miles in a helmet?” you had to find an actual bike commuter (a rarer breed eight years ago), or risk putting that question out on e-bikes and being snarked at.

Today, all of those questions and more are being asked semi-anonymously through the #bikenyc hashtag, and many people are offering tips and encouragement using the same.

Consider this tweet (which was retweeted by several others) from @MikeLydon the other morning, the first brutally cold snap of this winter “Dear #bikenyc, you look beautiful all bundled up on the morning commute. Keep riding!”

A few other cities appear to be catching on and using a bike hashtag, I found a decent number of #bikeChi and #bikeLA tweets on a recent search.

As we saw this spring and summer in the Middle East, (and even earlier than that in Iran), Twitter and it’s hashtags can be a very powerful way to organize, or at the very least spread information through a diffuse community. Clay Shirky has written very eloquently about the political power of social media, if you happen to be more interested in this, than say, biking…

It’s worth advocacy organizations or even city governments promoting city bike hashtags. Twitter is a great way to distribute rapid bits of information (“Bridge closed for emergency repairs tonight” or “Careful for the big new pothole that just appeared on Maple Lane” or “Free bike lights being distributed this evening on Maple Lane”). And since the media increasingly monitors Twitter for tips and breaking news, important tweets are often rebroadcast outside of Twitter as well. Using a hashtag at the end of these tweets allows users to create a dedicated “search” for this information, almost like tuning their Twitter radio to your station if you need an old-school analogy.

Twitter hashtags are also a good way for communities of interest to share information and support each other. Even if you don’t know a bike commuter personally in New York (which now seems rather far-fetched), you can connect with hundreds online via #bikenyc. Sure, some are still snarky as hell, but many are friendly, or as friendly as New York City cyclists get anyway…at least you don’t have to look at any spandex. At least not until you go to one of those #bikenyc meetups. But even then I’ve been pleasant surprised to find that #bikenyc fashion has evolved quite a bit since I arrived nearly eight years ago.

Not that I’m the boss of this, but I’d recommend for cities that aren’t using a bike hashtag yet to pick a simple one, maybe just #bike + your city’s airport code, which would keep things short (important for Twitter) local and easy to remember (important for the overall usability/success).

That would give you #bikeBOS for Boston, #bikeMSP for Minneapolis St. Paul, #bikePDX for Portland, #bikeSFO for San Fran, etc…

If I missed any cities that are already making great use of a hashtag to build cycling community online, let me know. I’d be eager to take a look at some other examples and learn more about how others are using this technique.

Some basic do’s and don’t for hashtag use in case you’re new to Twitter and wanted some more tips. 

Study: Painted Bike Lanes Don’t Endanger Pedestrians or Anyone Else

from Streetsblog

New York City’s tabloid media simply can’t stop seeing the city’s bike boom as a mortal threat to pedestrians. Even research showing a decline in the number of bike-ped crashes was somehow spun to say the opposite, that more cyclists were hitting pedestrians than ever. Now, new peer-reviewed research confirms once again that bike lanes don’t endanger pedestrians and don’t cause more crashes. If anything, researchers say, they make streets safer.

Even though they attract more cyclists onto the street, New York City’s painted bike lanes don’t lead to any increase in the number of traffic crashes, according to a new study in the American Journal of Public Health. The study’s authors expect that if they could adequately control for increased bike traffic, the numbers would show that crash rates went down due to the installation of bike lanes.

The researchers attempted to mimic the structure of a true experiment by pairing each street with a bike lane to a street without a bike lane that was otherwise as similar as possible. They attempted to control not only for design features like the number and direction of the lanes and the presence of stop signs or traffic signals, but also contextual factors like population and retail density. That enabled them to factor out the significant increase in traffic safety that has taken place across all of New York City.

“The difference between the treatment group and the comparison group in terms of a reduction is just not significant,” author Cynthia Chen, a transportation engineer at the University of Washington, told Streetsblog. The change in the number of crashes was statistically insignificant not only for total crashes, but for vehicle crashes, bike crashes, pedestrian crashes, and crashes that caused death or serious injury.

 

The study only looked at painted bike lanes installed in New York City between 1996 and 2006. Protected bike lanes, all of which were installed after that period, have had impressive safety results. A protected lane installed on Manhattan’s Eighth Avenue, for example,reduced injuries for all street users by 35 percent, according to DOT.

DOT’s landmark pedestrian safety study, which similarly attempted to control for confounding factors, also found that on streets with bike lanes, serious crashes were 40 percent less likely to kill victims.

Chen argued that her team would likely have found significant results if they had better data about bicycle volumes, which they believe increase after bike lanes are installed. “We think that if we were able to control the increase in bicycle volume, we would probably have found a significant reduction in crashes for the treatment group.” In other words, bike lanes might improve safety per person even if the total number of crashes holds steady.

The researchers also saw far greater numbers of bicycle crashes at intersections than on straight road segments. To improve safety, they recommended extending bike markings across intersections and installing more bike boxes.

The study, set to be released in an upcoming issue of the peer-reviewed journal, was conducted by a team of five academics and one city DOT official. DOT also funded the study.

Biking the Brooklyn Bridge with Kids

by Amy Whitley, founding editor of Pit Stops for Kids

Last month, my family and I spent three busy days exploring New York City. We covered a lot of ground on foot, on subways, and in taxis, but never so much (and in as enjoyable a manner) than when we spent a full morning biking the Hudson River Greenway and Brooklyn Bridge with a fleet of bikes rented from New York City’s Bike and Roll.

Bike and Roll (which has eleven NYC locations) offers guided tours along the Greenway and Brooklyn Bridge daily, but families can also opt to pedal off on their own at any time, which works great with packed travel schedules. We choose to partner our self-guided rentals withNew York Water Taxi, experiencing their ‘Bike the Brooklyn Bridge, Water Taxi Back’ package, which includes rentals from Bike and Roll and vouchers for a water taxi ride from Brooklyn back to our point of origin (Pier 84).

A fabulous way to see a large amount of the city without worrying about navigation (and not getting tired feet!), we found this route to be much more relaxing than we’d thought it would be. The kids loved the bike riding, and three-fourths of the time, we were on bike and pedestrian-only paths paralleling the street and the Hudson River. During the stretches we did have to join traffic (in bike lanes), the route was well marked with green bike symbols and arrows.

The route took us south from Pier 84 (next to the Air and Space Museum) to Battery Park, at which point we retraced our last mile to Warren St, where we cut through the Financial District (just a few blocks in a bike lane) to the Brooklyn Bridge. (We could have shortened our route by not continuing to Battery Park, but the views of the Statue of Liberty and Ellis Island are well-worth the detour.) Once we’d crossed the Brooklyn Bridge (which was very cool, and again, easier to navigate than we’d thought), we followed signage to Fulton Ferry Park where we caught a water taxi back to Pier 84. The water taxi included a friendly guide pointing out the sights along the way, was not at all crowded, and afforded yet another great view of the Statue of Liberty, Ellis Island, and downtown Manhattan.

 

Water Taxi Tip: In addition to being a fun way to return your bikes at the end of your greenway and Brooklyn Bridge tour, water taxis are a great way to see the harbor. Their hop-on, hop-off passes are $25 and $15, and make for a great way to see the harbor and the Statue of Liberty up close.

About Amy Whitley

Amy Whitley is the founding editor of Pit Stops for Kids, a family travel resource covering kid-friendly resorts, attractions, outdoor adventures, and all the pit stops you’ll need along the way. She also writes for a number of print and online travel publications, and is a family travel expert at Best Family Travel Advice. She lives in Oregon with her husband and three sons, where they enjoy backyard adventures when they’re not traveling.

Weird, yet wonderful

I like to walk/bike to work in my shirtsleeves as much as the next person.  But each of the three people I ran into on my way to work this morning (see . . . New York is just a small town) declared that our lovely, 60-degree weather is “weird.”

I made it just four blocks before I needed to stop to take my jacket off.  Granted, I lug a laptop with a large glass screen and all sorts of miscellaneous items in my backpack, but it was too warm for anything other than a shirt.

Each one of these incredible days begs for a bike ride.  On Saturday we rode up to the Little Red Lighthouse under the George Washington Bridge.  We headed out around 11:30am, road over to the bike path, and enjoyed the lack of wind and small number of riders.  The Spandex-clad were out, but the rest of the world one normally finds on the Hudson River bike path seemed to remain unaware of the incredible opportunity for an incredible ride.  The clay tennis courts were filled; the asphalt ones further uptown were also in use.

At the lighthouse we stopped and enjoyed the view of the bridge and the palisades across the Hudson River.  What a cozy place to chat.  It’s hard to remember the millions of people living and working behind you, especially if you don’t turn your head.  The fury of the Hudson’s current moved a massive tree trunk downstream.  I’m always amazed by the power such a wide river can exert.

Heading back downtown we stopped at the Fairway just south of our location on the bike path at 135th St.  We picked up lunch and sat on a bench to picnic by the river and take in the sun and the view.  Seagulls moved in for our crumbs as soon as we were done.

By the time we headed back down the bike path, there was a lot more traffic.  In NYC, the cut-off for uncrowded activity seems to be noon.  Do anything before noon and you’re reasonably sure to find a location reasonably empty; after noon is a different story, though, because that’s when the crowds arrive.  We were home by 3

Sunday was another incredible day and this time we headed into Central Park for a few loops.  The way to do Central Park is to stay north.  Below 72nd St. you’ll find lots of pedicabs and pedestrians.  For cyclists, though, this southern loop is flat and easy to ride.  Kids who would rather avoid hills love it.  But we were happier away from crowds and continued north after the southern loop, up the hill behind the Met, and down the hill by North Meadow.  There are still plenty of leaves on the trees.  In fact, it looks like some of them are starting to bud.  With December right around the corner, where is winter?

But winter will come in some form sooner or later.  In the meantime, enjoy these days of unseasonable warmth.  And, just as a reminder, all four of our end-of-season locations (Central Park: Columbus Circle, Central Park: Tavern on the Green, Pier 84, Battery Park) are open today and will stay open for as long as the weather allows.  If you can hop on two wheels today, enjoy.

The Future of NYC Biking

Cycles of urban renewal

(from The Eye – the magazine of the columbia daily spectator)

Kenneth Jackson recalls his first class bike trips in the 1970s with a certain fondness. “You and I and a dozen other people would go out on bikes and we’d ride around Manhattan. And we’d say, ‘This looks interesting! Let’s go down here!’” These were as much exploratory missions as they were teaching moments.

In recent years, things have changed. His now-famous midnight bike ride is attended by more than 200 students, has been covered by the Wall Street Journal, requires a police permit, and is accompanied by an ambulance. “It’s not spontaneous anymore. … It’s gotten bigger, it’s less fun, it’s more bureaucratic. I have to know which streets are one way, where there’s a bathroom, where people can get a hamburger.” Suddenly, Jackson’s bike ride is one of the hottest Thursday nights of the semester.

In much the same way, biking in New York City has exploded over the past ten years. More than 200,000 people now bike on a daily basis. Furthermore, almost 10,000 people commute by bike from Brooklyn to Manhattan over the Williamsburg, Manhattan, and Brooklyn bridges on any given day. Down at City Hall, Mayor Bloomberg and Transportation Commissioner Janette Sadik-Khan are watching, and attempting to accommodate the growing two-wheeled masses. And in Morningside Heights, Columbia administrators and students increasingly point to biking as a choice mode of transportation. As Jackson notes, “There’s almost no downside [to] a bike.” And yet, as New York City is seeing, “bicycling requires change.”

Central Park: “A serviceable machine”

By now, I know the six-mile outer loop of Central Park by heart. I mentally prepare myself to climb the Three Sisters, a trio of steep hills in the north part of the park, before even leaving my building. Slow and steady wins the race, I’ve learned. My right hand shifts my gears automatically now. My first inhales after entering the park at 110th and Frederick Douglass are familiar, and I am comforted by the silence, interrupted only by the chatter of tourists and the whine of road bikes speeding past. The initial wafts of horse shit usually hit around 72nd Street. I weave in and out of the pedicabs, with their dinging bells and unpredictable paths. After navigating the tourist chaos that is south Central Park, I am rewarded with the sweeping reservoir views of the East 80s and 90s, before flying down the hills of the Harlem Meers. This was my first bike ride in New York, in spring 2010, and it remains my favorite.

In fact, this is where some of the first bike rides in Manhattan took place. The bicycle exploded across America in the late 19th century, especially in New York. The city’s parks department was integral to its success. By 1885, Brooklyn park officials developed rules for cyclists, primarily applicable in Prospect Park, and noted that “this machine … would be found very serviceable” for traveling “upon the park and parkways.” “Wheelmen” formed clubs across the city and Long Island, and were required to obtain badges to ride in parks.

In 1894, the country’s first bike path was completed on Ocean Parkway. The path’s speed limit was 12 miles per hour, a pace most modern-day Central Park racers would scoff at. Shortly thereafter, additional bike paths along the waterfronts of Brooklyn, Manhattan, and the Bronx were constructed. In 1936, under Parks Commissioner Robert Moses, the west drive of Central Park was finally opened to cyclists in order to establish a space for them outside of streets and park paths, which were deemed “dangerous.” Moses was integral in championing additional bike paths in parks across the city.

Interest in cycling as a recreational activity and competitive sport ebbed and flowed, then picked up speed again in the 1960 as the city began to close avenues and park drives to cars at certain hours to accommodate cyclists. Street bike lanes emerged in 1978 in Manhattan, connecting Central Park South to downtown. In the 1990s, the city government decided to recuperate the once-industrial western shore of Manhattan and develop a bike greenway.

Today the Hudson River Greenway stretches from Dyckman Street in Inwood to Battery Park, and is the most heavily used bikeway in the United States.
For most of the bicycle’s history, it has served as a purely recreational tool for New Yorkers. It’s only with the development of bike lanes and greenways, especially on inter-borough bridges, that cycling has become a practical means of transportation.

Williamsburg Bridge: “There’s strength in numbers”

Nearly every weekday, Laralyn Mowers commutes from Crown Heights to Manhattan over the Williamsburg and Manhattan bridges. Mowers, who began commuting by bike in April, received her masters in human rights from Columbia’s Graduate School of Arts and Sciences in the spring, and is a former employee of ModSquad Cycles at 114th and Frederick Douglass. “I can get anywhere in New York on my bike faster than on the subway. I have control over my life when I take my bike,” she explains. Even though she suffered three accidents this summer, she still believes commuting by bike is the best option in New York City.

Mowers is joined by more than 17,000 New Yorkers who cycle to work on an average weekday, many of whom come from Brooklyn to Manhattan via the bridges. Commuter cycling in New York City grew by 13 percent between 2009 and 2010. More than four times as many people commuted by bike in 2010 than in 1986. Every Manhattan avenue except 11th and 12th avenues now carries more than 1,000 cyclists a day.

Why are so many people commuting by bike? George Beane, Upper West Side resident, bike commuter and member of the Columbus Avenue Business Improvement District, says it’s simple: bikes are the “fastest, cheapest, and most fun way to get around.” In many cases it’s easier to get around New York on bike, especially within Brooklyn, and between the east and west sides of Manhattan. New York’s population is rapidly growing in places like Hell’s Kitchen, Greenpoint, and Bushwick, where subway service is inconvenient and bus service is painfully slow.

Biking, by comparison, is fast. Each year, Transportation Alternatives, a bike activism organization, sponsors a morning commute race in which three people travel from their homes in Fort Greene to their offices in Union Square. A cyclist, a taxi passenger, and a subway passenger speed to work, coping with traffic and train delays along the way. For the past eight years, the cyclist has won.

The Department of Transportation, under Bloomberg and Sadik-Khan, is encouraging New Yorkers to bike to work, primarily by constructing new bike lanes, increasing bike parking inside and outside of office buildings, and developing a new city-wide bike share, which will launch next year. As Brent Tongco of Bike New York, a bicycle education and advocacy group, notes, “The DOT has done a tremendous job in building bicycle connectivity. Ten years ago I wouldn’t be able to find a bike lane for the life of me. Now they’re almost everywhere.”

Both Beane and Tongco add that rising concerns about health, efficiency, and cost motivate people to bike, too. For the price of a monthly MetroCard, you can buy a decent used bike to commute. Though Beane has been biking in the city for 45 years, he has noticed that the recent surge in cyclists is among “all ages and all incomes.” Tongco cites rising environmental awareness as motivation for many people to bike, even though New Yorkers’ carbon footprints are below the national average.

Ultimately, however, the commuter biking movement is building on itself. Beane notes that “people are following the lead of other cyclists. What works for some gets picked up by others.” Seeing other people biking safely, and talking about how much they enjoy it, empowers new cyclists. This cyclical effect makes biking safer for everyone—and safety is paramount. “There’s the strength in numbers idea. You won’t have more bicyclists without infrastructure improvements, and you won’t have those without more bicyclists. Janette Sadik-Khan is a visionary and she knows this is cyclical, and she wants to take the lead … so that the people come out of the woodwork and start biking,” Tongco says.

There are plenty of cyclists who have climbed out of the woodwork and are riding on the Williamsburg Bridge when I journey across it on a recent Sunday afternoon. I enter the bridge from the Manhattan side, exiting the trafficked chaos of Delancey Street. The climb up is always steeper than I remember. At first I’m speeding past the pedestrians in our semi-shared lane, then they’re passing me and I’ve lost my breath. Cyclists coming from the Brooklyn side fly by me on their sleek road bikes and European-style cruisers. As I leave Manhattan behind, the sound of traffic below me on the bridge dissipates, and the J train rumbles by. When I look up, I am surrounded by sweeping views of Brooklyn, lower Manhattan, and the East River. This, I remember, is why I started biking in New York—to feel connected to the city itself, to experience it as I move through it. Within minutes I reach the top and descend into the industrial, bike-laned quiet of south Williamsburg.

The DOT’s all-stops-out effort to increase biking in New York is not to be underestimated. As part of PlaNYC, the city’s sustainability initiative, the DOT constructed 200 bike-lane miles between 2006 and 2009. In the same period, it installed 3100 on-street bike racks. Commuter cycling grew 45 percent. By 2030, the city will have 1800 bike-lane miles. The DOT has also led innovation in cycling infrastructure. Not all bike lanes are created alike. Some are separate white lanes painted on the road, others are protected bike paths that utilize a lane of parked cars to separate vehicle and bike traffic. Many bike lanes are painted green to increase motorist and pedestrian awareness.

Bike parking, a seemingly small issue, has been another force for innovation within DOT bike policy. Under the Bicycle Access to Office Buildings law, passed in 2009, office building owners are required to accommodate cyclists who bike to work, if they so request. The DOT has grown the network of outdoor bike racks and developed a sheltered bike parking structure.

A lack of residential bike storage prohibits many people from buying and commuting by bike. For this and other reasons, the DOT has partnered with Alta Bicycle Share, a private company, to develop a city-wide bike share, which will launch next summer. For an annual fee of less than $100, city residents will have access to 10,000 bikes at 600 stations across Manhattan and Brooklyn, and potentially other boroughs. Modeled after similar programs found across the U.S. and Europe, the NYC Bike Share will allow people who either don’t have the physical space or desire to own a bike to move throughout the city on two wheels. It will also allow locals and tourists to rent sporadically, for recreational purposes. Once again, the DOT and Commissioner Sadik-Khan are driving the increase in cycling.

Columbus Avenue: Towards “complete streets”

Yet the uptick in ridership has not been met with city-wide acclaim.

“What are cyclists?” asks Jackson. “Are they vehicles like a car, or people like a person? They can’t fight with cars, but it’s not fair for them to fight with people either.” This dichotomy is at the heart of many New Yorkers’ discontent with the growth of bicycling. Deliverymen on tricked-out bikes frequently ride on sidewalks or on the wrong side of the street. Nearly every cyclist runs red lights (myself included). “Lots of people see bicyclists as menaces, and Janette Sadik-Khan as a Nazi,” Jackson says. It often seems that cyclists want all the rights of the road and none of the responsibilities. Drivers complain that cyclists riding in traffic are unpredictable and don’t signal. Pedestrians, accustomed to looking out for cars but not bikes, are caught off-guard.

Bike lanes and street redesigns have attempted to create a third space for cyclists, in line with their seemingly separate status. The Columbus Avenue redesign, between 96th and 77th streets, is a prime example. The bike lane lies on the east side of the street and is separated from traffic by a lane of parked cars. Like most street redesigns in New York City, the Columbus one was decided between the local community board, the DOT, and residents. In 2009, Community Board 7 requested that the DOT develop a plan to implement a protected bike lane on the Upper West Side. Mel Wymore, outgoing chair of CB7, says: “There was a lot of common support for a bike lane on the Upper West Side, especially on Columbus.” The lane was seen as the first step in “creating a network of viable lanes” in the neighborhood. In April 2010, the DOT responded with a complete street redesign plan for Columbus between 96th and 77th streets. From here, CB7 approved the plan with community support.

Construction was slated to start on the redesign in August 2010, when the community board was on a summer hiatus. The DOT, without CB7’s consent, changed several design elements before implementation, in what Wymore sees as a mix of an increase in available funds from the city and a “broader vision” for the avenue. The new plan more than quadrupled the number of pedestrian islands and reduced parking even more. “It would have been nice to have been involved,” Wymore states. “We didn’t have an opportunity to inform the community.” As a result, many people who supported the new bike lane as a temporary measure were “disconcerted by the permanence” of the new plan.

“There’s a difference between thinking about a bike lane and the actual implementation of it,” Wymore asserts. “The physicality [of the Columbus redesign] was different than what people thought.” As a result, he created a working group last fall comprised of various stakeholders, such as avenue businesses, concerned residents, local government officials, and cycling advocates. The group went block by block to assess problems with the redesign. The most outspoken critics were (and still are) residents in need of parking and business owners who rely on loading and unloading, both of which were significantly reduced by the redesign. 81st Street was also heavily hit by the changes and produced angry residents and business owners, some of whom have now come to firmly support the bike lane. There were concerns about the new pedestrian islands, which can be confusing for pedestrians themselves. “The bike lane was blamed for a lack of parking, and loading/unloading spaces, but it wasn’t the bike lane’s fault,” Wymore says.

The group produced a report with specific adjustments for the bike lane, such as signage and turning lane changes. Wymore credits the group’s success on the fact that “we were able to be data-driven and specific” in addressing the issues instead of relying on opinions and feelings. “I think the DOT is dedicated,” he notes. “People sometimes feel like the DOT does not have a robust public process before it moves forward, but its job is enormous.”

My ride down the Columbus lane is short and bumpy. As I enter on 96th Street, I immediately hit a series of storm drains and sewer covers that last the entire lane. It’s nice not having to worry about cabs cutting me off, but I nearly hit three pedestrians, who seem to think that the bike lane is actually made for casual strolls, chatting, or waiting to cross the street. At 81st Street, I run into the Sunday farmers market. While the street redesign stipulates specific hours for normal merchant deliveries, there’s a constant flow of movement between farmstands and trucks on Sundays, and I’m right in the middle of it. I do my best to dodge farmers carrying crates of produce until I finally arrive at 77th Street and rejoin traffic. Thanks, DOT and CB7, for building me a bike lane. I appreciate the sentiment. But next time, I might just ride with traffic instead.

I am reminded by Tila Duhaime of Upper West Side Streets Renaissance that the Columbus redesign is not just about me as a cyclist. Rather, it’s about making the street “more democratic” for all. The increased bike traffic on Columbus since the redesign is “speaking to a large unmet need” among cyclists for safe streets. Yet the new Columbus is also designed to “improve the streetscape generally” especially for pedestrians. The goal is to make the street safer for everyone. The DOT’s data from the first six months of the new Columbus show that the redesign has done just that. Total crashes are down 34 percent, and vehicular speeding has also dropped. Sidewalk bike ridership has dropped from a pre-redesign high of 9.3 percent to a current maximum of 2.8 percent. City Councilwoman Gale Brewer’s office, in a separate survey, found that 70 percent of locals surveyed believe the street redesign is “moving in the right direction.”

Beane also points to cyclists as just one element of establishing “complete streets.” He believes that the new Columbus is closer to achieving this goal than the old. Because the bike lanes went in with other, more controversial changes, such as decreased street parking, all of the subsequent complaints were associated with the bike lanes. He attributes this to “growing pains” and nothing more. “Merchants have gotten accustomed and deliveries are working out well now.” Like Duhaime, Beane points to the community task force established by Wymore as the driving force in resolving the problems that arose with the redesign.

Wymore believes that the Columbus redesign should be the first of many DOT initiatives to “engage the whole city around the idea of complete streets.” The Columbus changes have been a challenge and a shift for the community. “It’s difficult when you’re talking about change of behavior,” he notes. The issue is not just that bike lanes, street redesigns and the changing urban landscape require personal, everyday changes, but that “people keep being taken by surprise” when these changes arrive on their block.

Morningside: “A much bigger idea of what New York is”

By now, I know Broadway between 110th and 116th streets on two wheels just as well as I do on two feet. I’ve ridden these six blocks in the freezing cold and in mid-August sweat, coming back from a day trip to Brooklyn and from countless loops in Central Park, in the setting sun and at two in the morning.
I pass Westside and Deluxe on the uptown side and know that I am slowly, block-by-block, making my way home. I dodge delivery trucks and wave to friends before pulling over at the gates. On my way downtown, everything is a blur until the chaos of the 110th intersection. Only there do I begin to feel the anonymity and freedom of leaving Morningside Heights.

Stephanie Jurburg, a Columbia College senior, explains why biking is especially viable for college students: “It’s cheaper than the subway, for one,” she notes. And furthermore, “You get to see way more. … You know where you are.” Cycling “gives you a much bigger idea of what New York is.” Grasping that “bigger idea” is why many of us chose to attend Columbia in the first place.

It’s for these reasons that Elizabeth Kipp-Giusti and the Columbia EcoReps are developing a campus-wide bike share program, to hopefully launch in 2012. The project was born out of Columbia Public Safety’s mysterious “bike closet,” a collection of abandoned bikes on Columbia’s campus that public safety officers clipped. The issue was simple: the bikes were taking up valuable space in Low Library. A working group, which Kipp-Giusti was a part of, started examining the feasibility of turning the collection into a bike share last year. In the same way that the City’s bike share is not targeting the most avid cyclists, who already have their own bikes, the Columbia share would serve people who are interested in cycling but not yet committed bikers. “A bike share is a program for a people who happen to have a couple of hours and want to go for a bike ride,” she explains. She envisions students using the bikes to pick up groceries at the 72nd Street Trader Joe’s or taking a day trip to the Brooklyn Bridge. The program does not seek to revolutionize the way students get around the Morningside campus but rather “provide a choice to students who want to get out into the city more, which is one of the main purposes of being at a school like Columbia.”

Yet the University also must consider liability, rider education, and the actual mechanism of checking bikes in and out. Most pressing among the unresolved issues is who will have access to the share. Would the program be limited to students, or would faculty and staff be included as well? Currently the bike share committee within the EcoReps is working to garner student council support, and writing a strategic plan to bring before the administration. The challenge is developing the program so that it can last long after students on the committee graduate.

Beyond the bike closet, Public Safety has been the origin of the majority of the University’s bike-related initiatives. Ricardo “Ricky” Morales, crime prevention director, lists the host of efforts his office has made to support cyclists: installing more than 200 bike racks across the University’s campuses, creating a program to register bikes with the NYPD in case of theft, selling expensive but effective U-locks at cost, and distributing bike maps and information. Morales mentions, with special pride, his twice-annual “Ride your bike to campus” events, which offer University students and staff free bike tune-ups and the opportunity to register their bikes with the NYPD. At the August event, 61 bikes were registered and students came from as far as Brooklyn to participate. Because of Public Safety’s efforts to “constantly promote how to secure your bike,” bike theft has decreased in recent years, and Morales believes theft rates are “evening out.” In terms of additional initiatives, Morales asserts that “what we have done is good enough.” He believes that the University’s efforts are to increase cycling are “perfect.”

The Office of Environmental Stewardship and the Work/Life Office are also working to promote biking among faculty and staff, and to some degree, students. According to Nilda Mesa, associate vice president of environmental stewardship, her office tries to advertise Public Safety’s bike-related initiatives. Environmental Stewardship hasn’t conducted a formal survey on cycling in the University community, but Mesa has noticed “that the level of interest amongst both faculty/staff and students has increased” in recent years. She points to the growth of the city’s bike infrastructure under Bloomberg and Sadik-Khan as the cause. The number of bike parking options has increased across campus, and, apart from providing information and developing the bike share, Mesa seems to think that this is the best way to promote biking in the community. She notes that, while “we can always do more, New York City has come a long way over the last few years, and so have we.”

Yet there is a general consensus among students and faculty that the university does indeed need to do more. Several students involved in realizing the EcoReps bike share explain that the initiative is now primarily student-driven, even though it originated within the administration. “You could make the argument that this is not one of the most pressing issues” the University is facing, so “it gets put on the back burner,” Kipp-Giusti says. “I don’t think there is a lack of interest from an administrative standpoint, but I do think that other things have been prioritized.”

Meanwhile, Christia Mercer, associate professor of philosophy in Columbia College, believes the University needs to step up its efforts to make biking to campus a feasible option for faculty and staff. “It makes me happy to bike” from her home on 105th Street and Central Park West, “but in the past year it has become more of a chore” with the lack of bike parking on lower campus, she explains. Now that commuter cycling has become more popular, bike parking is even more difficult to come by, and Mercer doesn’t see carrying her bike up Low Steps to her office in Philosophy Hall as a viable option.

After her bike was stolen from a bike rack in front of the guardhouse at 116th and Amsterdam, Mercer reported the incident to Public Safety, who never followed up on her report. “This happens all the time,” Public Safety told her. “They never catch anyone.” This, along with the lack of parking, leads Mercer to believe that “Columbia hasn’t gotten the fact that the bike culture has changed,” even though University administrators argue otherwise. “They don’t make it easy for those of us who have bikes.”

Ultimately, increasing infrastructure for cyclists, whether at Columbia or in New York City as a whole, must originate with increased communication between cyclists and the people who design the systems they use. It has been thanks to outspoken cyclists such as Mercer and Kipp-Giusti that the University is being to act.

New York City: “A time of tremendous adjustment”

With so much progress made in the past ten years, is New York City on track to be the next Amsterdam? Certainly, every cyclist I spoke to for this story couldn’t help but dream.

Over the next five years, “cycling will become taken for granted as another form of transportation,” Beane asserts. He notes that, while “we are going through a time of tremendous adjustment,” cycling will become more integrated into daily life, and pedestrians and drivers will adjust. He envisions interconnected bike lanes throughout New York City, specifically the extension of the Columbus lane uptown, and connections in midtown.

Before traveling and biking through Europe, “I didn’t know that post-modern countries had adopted the bike,” Jurburg says. “New York is falling behind.” And yet she confirms that cycling is taking on here, and will continue to. With reason, she points to the fact that police are cracking down on cyclists as a sign that cycling is being integrated into the cityscape. “You don’t regulate something that’s insignificant.” Mowers, however, argues that the police “need to back off of cyclists.” Instead of “punishing the bikers” as cycling becomes more prevalent, she hopes to see “a legitimate plan for biking to become a real transportation alternative.”

“We want as many people to bike as possible, from all walks of life,” Tongco says. “We want to stress the importance of safety for complete living streets.”
For now, I hop on my bike outside my building on 114th Street and fly down Broadway with traffic. On two wheels, New York is mine.