A Bike Lane In Back Bay?

 The first time I went to Boston, I stayed in the Back Bay neighborhood. It was probably the best introduction I could've had to the city, as it's home to some of its loveliest and most historically significant buildings and spaces.  It reminded me of some parts of Manhattan's Upper West Side and Brooklyn's Park Slope, two neighborhoods in which I lived before they became colonies for the uber-rich.  But, of course, Back Bay's character was and, I suspect, is distinct from those New York neighborhoods.

Being accustomed to cycling in New York and having recently cycled in Paris, I didn't have any trepidation about riding in Boston.  When I rented a bike, however, an employee in the shop admonished me, "Don't ride on Boylston Street."

Boylston Street.  Photo by John Tlumacki, for the Boston Globe.

Of course, I rode there anyway--and understood his warning. With two traffic lanes in each direction and lined with popular stores, restaurants and cafes, the constant streams of traffic often had to snake around double-parked vehicles and trucks darting in and out with deliveries and for pickups.  I imagine there are even more of those today, what with Uber, Door Dash and the like.  

Now Mayor Michelle Wu's office has announced a plan to install a protected bike lane along a stretch of Boylston between Massachusetts Avenue and Arlington Street.  Predictably, business owners complain that a bike lane would take away parking spaces and further snarl traffic and therefore hurt business.  

While a poorly-planned bike lane can indeed exacerbate traffic conditions, as it has on Crescent Street (where I live), there is no evidence that stores, restaurants and the like lose business because of bike lanes.  If anything, I think that reducing traffic--a stated goal of bike lanes--would actually benefit business owners in a neighborhood like Back Bay that are popular with tourists and have a lot of foot traffic.

That is, if a bike lane is well-planned and constructed--and if regulations about who can use the lane are clearly defined and enforced.  As I have mentioned  in other posts, a narrow bike lane becomes a nightmare for everyone when it's used by riders of electric bikes that have only clutches and no pedal assist (which makes them, in essence, motorcycles) or scooters.  And it's hazardous for everyone involved when signals and merges aren't timed and created so that, for example, cyclists can cross an intersection ahead, rather than in the path, of turning cars, trucks and buses.

I hope for the sake of Boston's cyclists (and me, if and when I visit again) that any bike lane is what too many other bike lanes I've seen aren't:  safe and practical

How "Bicycle Friendly" Is It?

Yesterday, in "Windshield Bias," I described  the way bike issues are covered in the media and how it's affected public perceptions and policy.  I focused on how the stories are covered in Boston because the question of media coverage came to my attention via a Boston Streetsblog stories.

One thing I touched upon is the perception vs. reality of "bicycle friendliness."  I mentioned that it's a relative term. Sure, there are bike lanes and "safety" laws in some jurisdictions.  But, on the whole, the US is a motor-centric country and most policy and planning is done by people who don't cycle, walk or even take mass transportation.

Photo by Samantha Carey, for Boston magazine.

Recently, Boston was chosen as  America's eighth- most "bike friendly" city by Clever, a real-estate data company. Of course, such a study by a real estate data company is suspect.  Still, some will give it credibility.  But not everyone, according to a survey done by Boston.com.

Respondents echoed many of the observations and complaints I've made in this blog, including bike lanes that appear and end abruptly, snow that is plowed and debris dumped into them, and hostile drivers. On the other hand, other respondents echoed what you hear from bike-phobic folks everywhere:  "They're taking away our parking spaces!"  

What the survey confirms, for me, is something that one respondent expressed--and I've said, as recently as yesterday, on this blog:  "bicycle-friendly" is a relative term, at least in the United States of America.

Windshield Bias

Many of us envy countries like the Netherlands and Denmark, where people cycle even if they have other transportation or recreation options.  Here in the US, we have "bicycle friendly" (a relative term, to be sure) islands in a motor-centric sea.

One reason for the difference between the cycling environments has to do with policies. Europeans seem to understand what it takes to make bicycling safe and practical enough for people to choose it over driving or other forms of transportation, at least for short trips. In America, on the other hand the notion of "bicycle friendliness" seems to consist of building bicycle lanes--which, as I've said in other posts, are too often poorly-conceived, -constructed and -maintained--and passing "safety" regulations that bear no relation to the experience of riding.

A reason for so much misguided policy, I believe, has to do with media coverage.  I'm not familiar with what the Danes and Dutch print or broadcast, but I suspect that it's less auto-centric than what the French see and hear which, in turn, seems like tout l'Equipe compared to what we see on our pages and screens in America.

Now, some might say that I am in a "Big Apple Bubble."  It's true that on many issues--including, ahem, gun rights (Guns have rights?)--most New Yorkers, including yours truly, think differently from a state legislator in Mississippi or Texas.  But from what I've been seeing and hearing, New York City's news stories aren't the only ones infected with "windshield bias."

That apt phrase came to me from Christian MilNeil, a reporter on the Boston edition of Streetsblog.  In his article, he describes how the city's broadcast news programs and newspapers have framed the debates in neighboring Cambridge over bike lanes and pedestrianizing public spaces.  He noted something I've seen here in New York: the debates are too often framed as "bike lanes vs. parking spaces" or some other false equivalency, as in "we have more important issues, like gun violence and affordable housing."

I will not argue that gun violence and affordable housing are not urgent issues. But comparing issues is not useful.  Moreover, how does making a park car-free prevent the  construction of apartments and houses that people and families can afford on worker's wages?  Or passing a law that would keep people who aren't old enough to drink or who have mental health issues from acquiring military-style assault weapons?  

Speaking of which:  A car, especially an SUV, is as deadly a weapon as an AR-15 when an unbalanced person is at the wheel.  If policy-makers actually want to encourage more people to pedal or walk to work or school, they could take measures to prevent and more severely punish violence committed against cyclists and pedestrians in which the motor vehicle is the weapon.  

But I digress.  MilNeil's article shows that while coverage in Boston's print media has been somewhat more balanced, the city's television and other electronic media are heavily skewed toward organizations like "Save Mass Ave" who argue that building bike lanes will destroy their businesses.  Too often, he points out, stories show only outraged owners of the businesses in question or give only a few seconds to a cycling or pedestrian advocate.

(For the record, the Cambridge City Council has consistently favored policies to build bike lanes and ban cars from parks and other public areas.)

Massachusetts Avenue in Cambridge.  Photo from Boston Streetsblog.

I suspect that some of that distortion is inevitable.  For one thing, I'd guess that most reporters and editors aren't cyclists and probably don't often walk to get to wherever they're going.  But there is a more important built-in bias, I think:  As we've seen all too clearly during since Trump launched his first Presidential campaign, loud, angry voices are better than calm voices relating facts at "bringing the eyeballs to the screens" or keeping earbuds in ears. 

Could it be that we need advocates who foam at the mouth the way some folks do when their right to have as many and whatever kind of guns--or parking spaces--as they want. Or to use them whenever, whenever they want. 

Spoke'n Words And Unchained Melodies

Can musicians make music without a musical instruments?

One of the oldest American musical traditions involves musicians doing exactly that.  Now, some might not say it's strictly a musical tradition, but it certainly involves music--and dance and other kinds of performance.  

It originated in Charleston, South Carolina. Actually, Kongo slaves brought a dance called the Juba from their native land.  The Juba involves stomping as well as patting and drumming the arms, legs, chest and other parts of the body.  Later, lyrics were added to it.

If any of this sounds familiar, you've seen what's commonly called the "Hambone."  Slaves weren't allowed to have rhythm instruments because masters believed secret codes were embedded in the drumming.  So, the "Hambone" and related music and dances became one of the primary means of expression for slaves--and for African Americans after the so-called Emancipation.

I like to think of Juba or Hambone as a precursor to hip-hop.

Anyway, it seems that the idea of making music without instruments--or, at least, what most people would think of as instruments--hasn't died. And, as with the slaves, one particular contemporary performer felt the need to make music without guitars, keyboards, saxophones or the like.

Percussionist Reynaliz Herrera probably isn't the first musician to ride a bicycle to street performances.  She, however, grew frustrated with the limits to what she could carry on two wheels.  So, the Braintree (Don't you just love that name?), Massachusetts wondered, "What if I drum on my bike?"  

If you know anything about her musicianship, the question doesn't sound so far-fetched.  Ever since she came from her native Mexico to study music in Canada and, later, Boston, she has wanted to go beyond traditional theories of classical music, she says.  

 

While she cites Afro-Cuban, Brazilian and classical music as her main influences, she says that playing on a bicycle is a return to her own roots.  As a child, she experimented by banging on pots and pans, and created a band with buckets of water in her yard.  That led her to the realization that "everything can create a sound" and that her job is to find out "the qualities of sounds and which sound good together."

What's interesting is how the bicycle is composed of parts that create a range of tones, from high to low, that resemble the parts of a drum ensemble.  For example, she explains, the chainwheel can sound like a bell or snare drum, the freewheel like a high hat and the tire like a kick drum.  Technically, playing a bicycle, she says, is most like playing a xylophone because both require a musician to strike closely-spaced parts spread over a wide area.

More Than Green Paint In Beantown

In which American city do motorists spend the most time in bumper-to-bumper traffic?

Hint:  It's not New York.  Or Los Angeles.  Or any other city in California.  And it's not Chicago or Detroit, either.

That distinction goes to Boston.  Residents of Beantown wouldn't be surprised:  After all, their city has long had a reputation for having some of the worst traffic in the United States.

It's such that fellow New Yorkers are amazed when I tell them I've cycled in Boston.  More than one Big Apple cyclist has told me he or she would never, ever ride in the New England hub. "Those drivers are crazy!," they exclaim.

My response is usually along the lines of, "Well, yes, you do have to exercise caution, just like you would in any other city."

One thing I have to say about Boston cyclists, though:  They have grown very sophisticated about cycling infrastructure.  No longer are they satisfied with the "green paint on the side of the road" approach to bike lanes.

Now Causeway Street, a major connection between the North and West Ends (and, until 2004, the site of one of the city's main elevated train lines), has a bike lane running down its center, separated from the east- and west-bound traffic lanes by concrete barriers.  This could be very important to commuters and recreational cyclists alike, as it links to the Connect Historic Boston bike path and ends with the New England Aquarium.

Also, the upcoming redesign of Commonwealth Avenue near Boston University will include bike lanes built into wide sidewalks and separated from cars:  an arrangement common in Europe.  The redesign will also eliminate a flaw such lanes have in other American locales:  At intersections, concrete platforms will be built between the bike path and auto lanes.  This is intended to force drivers to take slower, wider right turns.

Speaking of turns: The city's first bike rotary is under construction at a point (near the MBTA Forest Hills station) where new bike paths intersect with the city's Southwest Corridor path.  As Boston Globe reporter Adam Vaccaro wryly notes, it remains to be seen whether cyclists behave better in their rotaries than motorists do in theirs.  (That sounds like something a Bostonian would say.)

And, for traffic management, traffic signals for cyclists are also under construction.  I've seen a few here in New York.  In theory, they are a good idea, especially where bike lanes intersect with major roadways.  One problem I've seen is on the lane I often use when commuting to work:  It's a two-way lane for cyclists, but the street that runs alongside it is a one-way.  This creates problems when you are cycling in the opposite direction from the traffic:  The bike signal isn't always in sync with the cars, many of which are coming off the nearby expressway.  I hope the Boston planners are mindful of such things.

So far, it all sounds pretty ambitious and forward-thinking.  I am very interested to see how the new lanes, barriers and signals work.

This Santa Claus Is A Rider

People of, ahem, a certain age remember Gene Autry as "The Singing Cowboy."  People of my generation know him best for singing "Rudolph The Red Nosed Reindeer."

He brought pleasure to many of us.  I can't comment on how much he actually knew about riding herd where the buffaloes roam. However much he knew, I hope it was more than Sylvester Stallone, a.k.a. Rambo, knows about soldiering.

On the other hand, I can say, with some certainty, that he didn't know much about road safety or optics.  After all, a red headlight is illegal in most places.  It also isn't very effective--or, at least, not as effective as a white or yellow light--for seeing ahead.

To be fair, it's not Autry's fault for miseducating, if inadvertently, a couple of generations of young people.  The guilty party is actually Johnny Marks, who wrote the song.

I got to thinking about all of this after reading a news story about a "Santa" who delivers Christmas trees on his bicycle:

On Clarendon Street in Boston, en route to Copley Square

He seems to have been born for the job in more ways than one:  His real name is Jimmy Rider, and he hauls balsam firs  in a custom-made trailer through Boston-area streets at this time of year. 

"Every person is happy to get a tree," says Rider, who operates his side business "EverGreen Delivery" out of Ricky's Flower Market in Somerville, Massachusetts.  But, as with stand-up comedy, it's not just about the material:  The delivery matters.  "He does it with such enthusiasm, whether it's snowing or raining, or early in the morning."  says proprietor Ricky DiGiovanni, who supplies the trees.   "He'll even do it late in the evening.  He gets the job done, and he does it with a smile.

During the rest of the year, Rider's main business is delivering goods from farmer's markets and restaurants on his bike.  Somehow I imagine he brings good cheer all year round--and that he knows enough not to use a red light in front.
 

This Bike Share Program Could Come Up Roses

Portland, Oregon is often called the most "bike-friendly" city in the US.  I have never been there, but from what I've read and heard, it probably deserves that designation.

Ironically, it doesn't have a bike share program.  That may soon change.  Today, Mayor Charlie Hales and Commissioners Nick Fish (great name, huh?) and Steve Novick have announced a proposal that could make 600 bikes available for public use.

Sometimes "coming to the party" later can have its advantages.  Bike share programs in New York, Paris and other cities had a "learning curve" that Portland won't have:  They had to work out technical problems and find ways to combat problems such as the theft of the programs' bikes.  The folks in Portland will be able to draw upon what their peers in the Big Apple, the City of Light and other places have learned from their experiences with their bike share programs.

One of those problems is what deters folks like me from using Citibike, Velib or other similar programs:  What to do if there's no bike port in sight.  In Paris, I noticed, it probably wouldn't have been much of a problem, as the ports seemed to be everywhere in the city and in points beyond. (Still, I prefer to have a bike for which I don't have to think about such things.  I'd rent again from Paris Bike Tour or bring my own bike.)  However, here in New York, the ports were found, until recently, only in lower Manhattan and in the Brooklyn neighborhoods closest to Manhattan (e.g., Williamsburg).  So, if I were to ride, say, from one of those places to my apartment, or to work, I would almost certainly exceed the time limit.  Taking longer recreational rides would almost certainly be out of the question, let alone using a Citibike to go to museums, galleries and such.

In Portland, I imagine the problem I described would be even more acute, as it's more of a sprawling city than New York or Paris, or others--like Boston and Montreal--that have bike share programs.

Cyclists departing Boston's City Hall plaza to help launch Hubway--the city's bike share program in July 2011.

According to the Portland Bureau of Transportation, there are 3000 bike racks in the City of Roses.  According to John Brady, the PBT's Director of Communications, the bikes in the program would include a locking technology that work on any of those racks--in effect turning them into docking stations. 

That, I think, could go a long way toward turning a bike share program in Portland--or in many other cities--into a truly viable part of the transportation system.  A city that doesn't have many bike racks could probably install them for a good deal less money than special bike ports.  Also, there probably would be less objection to regular bike racks than to the ports, which take up a lot more room.  Their smaller size and relative ease of installation would also make them easier to build in, or next to, train and bus stations or municipal parking lots.

 

The Big Dig 2

I try not to complain too much about the weather we've been having here in NYC.  After all, they've had over two meters (7 feet) of snow in Boston this winter.

When I heard about that, I wondered how bicycle commuters were coping.  Some, I'm sure, are taking the "T", as Boston is one of the few American cities with anything resembling a meaningful mass transit network.  But others are determined to keep on riding.  I would, too, as long as the snow didn't turn to ice.

One Beantown commuter was confronted with a fifteen-foot (4.5 meter) mound of snow in the middle of his riding route.  Someone once told me that when you're faced with an obstacle, you can go around or through it. Apparently, that cyclist and some of his fellow riders chose the latter option.

Yes, they tunneled through the mound.  Locals have nicknamed it "Big Dig 2", in reference to a recent highway tunnel project.