Why Are More Cyclists Dying On NYC Streets?

The New York City Department of Transportation has reported that 2023 was the deadliest year for cyclists since 1999.  A total of 30 people lost their lives on two wheels. That represents a more than 50 percent increase from the fatality rate of the previous year, or the year before it.

Cyclist deaths in New York City

(Purple bar-traaditional bicycles.  Pink bar--eBikes)

E-bikes

Traditional bicycles

30 deaths

23

25

20

15

10

7

5

2009

2011

2013

2023

2015

2017

2019

2021

(Source:  New York City Department of Transportaion)

The number of cyclists who were killed while riding traditional non-motorized bikes (7) actually declined from any of the previous 15 years. So, the vast majority of the city's cycling fatalities were on eBikes.  Moreover, those 23 deaths in eBike crashes is more than double the number of any other year for which records have been kept.

That number is, in part, a reflection of the degree to which eBikes have, as some cyclists and pedestrians say, "taken over."  Indeed, no eBike casualties are recorded before 2014 because, before that time, there weren't significant numbers of motorized bikes on this city's streets. 

(That era--the early to mid 2010's--was also, interestingly, when the popularity of motorcycles was at its lowest ebb in at least half a century.)  

But one theme has remained constant in the past quarter-century.  About half of all bicycle and eBike deaths are a result of crashes with trucks.  A major reason for that, I believe, is that truck drivers simply don't see cyclists.  Also, delivery trucks often pull into bike lanes or the rightmost traffic lane, which is used by cyclists when a separate bike lane isn't present. Some drivers, I imagine, don't know how else to make deliveries.  Plus, there is simply more traffic of all kinds on this city's streets, in part because of ride-share services that began to proliferate at around the same time as eBikes.

Eric Boehlert's Last Ride

 With his intense, knowing face,  shock of hair at the top of his head and focused eyes behind black-framed glasses, he looked like a combination of a philosopher, Indigenous warrior, surgeon and professor.  

He pretty much had to be all of those things to do what he became known for.  Being a cyclist also helped, I'm sure.  He biked around his hometown, where he "loved living," according to his wife and, she added, wore "protective clothing" and used lights when he rode at night.  

I can well understand why he loved living in Montclair, New Jersey:  It's about 25 miles from New York, my hometown, and has anything one would like about a city and a college town:  cafes, galleries and an active cycling community, of which he was a part.

Note that I am talking about him in the past tense.  On Monday night, he met his end while out for an evening ride.  In one way, his ending was like that of too many cyclists in the Garden State, and elsewhere in the United States:  He was struck by a motorized vehicle.  But said vehicle wasn't a car, bus or truck:  It was a New Jersey Transit commuter train that many of his fellow town residents take to and from New York or Newark.

I wouldn't have been surprised if he'd written or otherwise called attention to some hazard or another for cyclists or pedestrians, or for the need to provide the education and infrastructure that would make those modes of transportation and recreation safer and more enticing as an alternative to driving.  I say that because he spent so much of his life exposing all sorts of hazards and, more important, what brings them into, and continues their, existence.

If your go-to source of (mis)information is Faux, I mean, Fox News, or even if you take everything printed in mainstream media (which, of course, does not include this blog!) at face value, you probably were not a fan of Eric Boehlert.  While he was labeled, usually with justification, as "liberal" or "leftist," he was just as willing to take on the New York Times as OAN and even, at times, the publications for which he wrote and the programs on which he appeared. "We can't fix America if we can't fix the press" was not just a catchy sound-bite; it was his operating philosophy.

As his evening ride was part of his life, to and at the end. I, and his many fans--and fellow cyclists--extend our sympathies to his wife, Tracy Breslin and his kids, Jane and Ben.

When Things Return To "Normal"

Yesterday, this article caught my attention.

Since 2010, cycling fatalities have been on the rise as driver and passenger fatalities have reached all-time lows.  During the decade, the number of cyclists has increased.  So has the number of motor vehicles on the road.  Those trends, in themselves, may not be considered causes in the increased number of cyclist deaths.  

One factor, I believe, is that drivers are more distracted:  If I had a nickel for every time I saw someone looking at a screen instead of the street, I could rescue Mavic.  I have also experienced increasing hostilty from drivers, who sometimes resent cyclists whom they see as privileged, entitled or any other negative stereotype you've heard about milennials. (All right, I still don't see what's the big deal about avocado toast.)  Moreover, at the risk of seeming as if I'm stereotyping, I think that the rise of Uber, Lyft and other ride-share companies has put more reckless or simply bad drivers, and unsafe cars, on the road.

During the COVID-19 pandemic, most streets have been blissfully free of traffic. So, it will be interesting to see how statistics from March and April of this year compare with the same months of recent years.  Will there be fewer injuries and fatalities?  And, if there are, will the unfortunate "normal" levels return once traffic becomes as dense as it was before the shutdowns?

Then again, I wonder whether traffic will return to previous levels.  Some companies might decide that people who are working from home can continue to do so--or that they don't need those employees after all.  If that happens, I hope all of those newly-displaced workers don't become Uber or Lyft drivers!

Where We've Escaped Death--For The Past Two Years

As I have mentioned in earlier posts, Florida has had, for several years running, the highest--by far--bicycle fatality rate of any US state.  

A number of factors contribute to the high body count:  a car-centric culture, a lack of consciousness of cyclists among motorists, high rates of alcohol consumption and a lack of shoulders or sidewalks, let alone bike or pedestrian lanes, on most thoroughfares.  

One notable exception to the dark side of the Sunshine State is Flagler County.  It's the only county in Central Florida (roughly defined as anything within a two-hour drive of Orlando) in which a cyclist wasn't killed in 2018 or 2019.

I can attest that the county is indeed safer for bike-riding than other parts of the state (at least the parts in which I've ridden).  In fact, I enjoyed riding there and immediately saw the difference when I crossed into neighboring St.John's or Volusia counties, especially when I neared St. Augustine or Daytona Beach.

You see, the largest city in Flagler is Palm Coast, where my parents lived.  I've documented a few of my visits in this blog.  There are a number of paths in the city and county, and most of the major roads have, if not actual bike lanes, then wide sidewalks where cycling is permitted.  And, I must say, pedestrians, in my experience, were very courteous.

Plus, there just seemed to be more cyclists in Palm Coast and Flagler than in neighboring areas, or even in the areas around Jacksonville, Miami or Fort Lauderdale, where I've also ridden.  I don't know whether more people ride because the conditions are favorable, or those conditions exist because of the cyclists.  

My mother is gone and I don't know how much longer my father will stay in Palm Coast.  At least I have pleasant memories of riding there.  Little did I know that I was in an island in a storm of cycling mishaps!

They Aren't Blamed. So Why Are We?

In each of the past five years, more Americans have died from opioid drug overdoses than from car crashes or gun violence.

One reason for this, of course, is improvements in automotive safety.  Another is the campaigns to reduce gun violence, which have succeeded in a number of cities.

But no one would suggest that we should celebrate those developments when people are dying because they were prescribed drugs that they, and possibly their doctors, didn't realize were so addictive.  If anything, people from medical experts to the loved ones of those who've died will say that everything from the pharmaceutical and insurance companies' roles in creating and fueling the epidemic of addiction, to the ways in which the drugs act in the body, needs to be investigated.

And one rarely, if ever, hears anyone blaming the overdose victims themselves for dying in greater numbers than people involved in car crashes or shootings.  Thankfully, most Americans now understand that addiction is a health problem, not a moral failing, and that addicts need help in overcoming the ways in which the drugs overtook their bodies and minds rather than condemnation for "letting themselves" become addicted.

Would that such understanding were extended to cyclists and pedestrians.

In 2017, 27 cyclists and pedestrians were killed in San Jose, California.  An equal number of people were homicide victims.  

As in other large urban areas, the homicide rate in the San Francisco Bay Area, which includes San Jose, has been falling for a number of years.  I don't think anyone is unhappy about that, and don't believe they should be.  It shouldn't, however, be used to trivialize the number of cyclists and pedestrians who are killed.  While not many people are doing that, they are engaging in a kind of victim-blaming they would never direct at someone who dies from an overdose.  Such people believe that cyclists and pedestrians are "over-entitled" for having the right of way, or for having lanes dedicated to them.  

I won't deny that there are careless pedestrians and cyclists.  I would submit, however, that there are far more motorists who are reading or sending text messages, talking on their cell phones, or doing any number of other things that distract them from their surroundings. But it's odd that they are seldom blamed when they crash into other vehicles, let alone pedestrians or cyclists.

So, yes, we should be happy that fewer people are being shot, stabbed or beaten to death.  But we mustn't lose sight of the fact that increasing numbers of people are meeting premature demises while walking or pedaling to school or work, or for exercise.  In other words, a cyclist or pedestrian who is run down by a motorist is as likely as not to be an experienced, responsible cyclist or pedestrian who follows the rules of the road and takes all of the necessary precautions.

Opioid addicts, homicide victims and other people who die from causes not of their making are not blamed for their own deaths.  Why should it be any different for cyclists and pedestrians?

Hot Spots In The Evergreen State

Recently, Bicycling! magazine published its "Best Bicycle City in America" poll.  This year, Seattle got the top honor.

But, as we all know, no matter how good a city is for cycling, crashes are always a possibility, just as they are for motorists.

With that in mind, a local law firm, Colburn Law, sifted through five years of crash data and determined 15 "hot spots" in Washington State.  Not surprisingly, the first seven, and the majority of those on the list, are in Seattle. 

One reason is that crashes occur most commonly at intersections and, of course, there are more of those in a city.  On the other hand, more fatalities occur on open roadways, possibly because motor vehicles go faster on them than on city streets.  

The hottest of the "hot spots":  4th Avenue and Pike Street, Seattle

The Colburn report does raise at least two pertinent questions, both of which relate to the changing cycling scene the Emerald City as well as the Evergreen State.

One is how effective dedicated bike lanes will be in reducing the number of crashes.  I have not been to Seattle but, from what I've heard and read, it lags behind other "bicycle friendly" municipalities in its construction of lanes and other infrastructure, though the pace has increased recently.  And, some of the new lanes are separated, at least by pylons and planters, from the traffic lane.

Another question is whether the city's new dockless bike share programs will increase the number of riders who go without helmets--which, planners expect, would increase the number of injuries and fatalities.  So far, there doesn't seem to be any evidence of such things, as police have actually issued fewer citations to cyclists who weren't wearing helmets (which are required by law) in 2017 than in 2016.

Whatever the answers may be, they probably will have no bearing on whether Seattle "repeats" as "champion" in next year's poll.

Escape From The Sunshine State

People move from one state to another for all sorts of reasons.  Chief among them, I suppose, are jobs, family and schooling.  Then there are those who have a warrant out for them in the state they left (One of the great things about getting older is that the statute of limitations runs out!  You didn't hear that from me!) or are simply running away from any number of things.  I fit into that category when I left New Jersey:  Although my childhood wasn't Dickensian (It was more like Everybody Loves Raymond), a day came when I didn't want to be around my family or anybody or anything I knew.

Back then,  I said I'd "escaped" from New Jersey.  Other people, I'm sure, see their exits from one locale or another that way.  And that is how Alan Snel regards quitting Florida and going back to Nevada.

"Ghost Bike" dedicated to Johnny Jones in Jacksonville, Florida

As he reminds Governor Rick Scott in his open letter, posted on his blog Bicycle Stories, the Sunshine State leads the nation in cycling fatalities.  Given that it is the fourth most-populous state, it's not surprising that it also has the highest number of fatalities per million people.  What's most shocking, though is that no other state comes close, with almost twice as many deaths per million as second-place Louisiana and in absolute numbers, it edges out California, which has nearly double the population.

Two months ago, Alan Snel nearly became one of those statistics. He pointed that out in his letter to the Governor, in which he makes this judgment:  "You have showed no political leadership to try and reduce [the number of cycling fatalities] and you and the political leaders just don't care enough to do anything about keeping cyclists alive in your state."

Now I'll admit that my experiences of cycling in Florida are limited to a week or so I spend there every year.  And while there are great beaches and scenery, and it's nice to ride in shorts and T-shirts in December or January, I have even less of a sense that whoever makes decisions there knows or cares even less about cycling than in other places.  That is particularly troubling when you realize how many people ride.  

I always had the sense that, more than in anyplace else I've ridden, planners seem to think that throwing a bone to cyclists by painting a lane here or there is "policy".  And on Florida roads, you're more likely to encounter motorists driving way over the speed limit while under the influence of some substance or another--or are simply ignorant of, or hostile to, cyclists--than you are in, say, Portland--or even New York.

So...Although I usually enjoy the time I spend in Florida, I have no plans to move there.  And I understand why Alan Snel is moving out of it.

How Can Fatal Cycling Accidents Be Prevented?

From 1996 through 2005, 225 cyclists were killed in New York City.  There was neither an upward nor a downward trend and, save for one spike (40 deaths in 1999) and one significant drop (13 in 2001), the number of deaths per year was remarkably consistent. That consistency came at a time when the city's population, its number of cyclists and amount of bike lanes grew significantly.  

So, for that ten-year period, 22.5 cyclists were killed in accidents in New York City each year.  For the period from 2002 to 2014, that average dropped significantly.  In those 13 years, 245 cyclists died on Gotham's streets, for an average of 18.8.  Once again, the numbers were relatively consistent, ranging from a low of 12 (achieved in 2009 and matched in 2013) to a high of 24 in 2007.  However, every other year during that time fell within a range of 16 to 24 deaths.

Interestingly, some advocates raised alarms last year when the number of deaths rose to 20, which represented a 67 percent rise from the previous year.  While we'd prefer that no-one dies in accidents, that number is squarely within the range of the preceding two decades. 

London has roughly the same population as New York City.  In 2013, it experienced 14 cycling fatalities, two (or, if you prefer, 16 percent) more than New York.  Last year, 13 cyclists died in the British capital.   Yet those numbers have caused more shock and calls for action than the loss of life in New York, where the media (especially the Post) are always ready to blame cyclists themselves.

One striking similarity between the two cities is that most bike lanes are painted on the side of normal streets and roads.  In fact, that is the case in both the UK and the US.  One problem is that cars often pull in and out of them, which can lead to a car striking a cyclist (as happened to Tom Palermo  in Maryland).  

A Malmo cycle lane

While I think that separate lanes are not the be-all and end-all of urban cycle safety, they can be helpful if they are well-designed and well-constructed.  One city that has shown as much is Malmo, Sweden, which has a network of two-way cycle lanes throughout the city.  Another is Copenhagen, which has the Cyckelslagen ("cyclesnake"), a bicycles-only bridge over the harbor. Unlike too many bike lanes in New York and London, Malmo's and Copenhagen's bike paths are useful connections between places where many cyclists live, work, go to school or ride for recreation.

Cyckelslagen

Other cities, like Paris and Dublin, have tried to make cycling safer by regulating traffic, particularly trucks (or what the Brits call "lorries"). I have found that, even in cities, most truck drivers are courteous and careful and try to accomodate cyclists.  (At least, they're nice to me.)  But the presence of even a single truck on a city street snarls traffic, especially in older cities with narrow streets.  And when one stops to load or unload its cargo, it has the same effect of a door opening:  The cyclist has nowhere else to go and can either crash or take his or her chances swerving into the traffic lane.

At least some policy makers in London are looking to those examples in other European cities.  I wonder what they would make of the situation here in New York, and what policy makers here could learn from their counterparts on the other side of the Atlantic.  

Cycling is growing in all of the cities I have mentioned.  In order for it to be considered as a true alternative to other forms of transportation, it must not only seem safer; it also has to be safer.  

A Cloud Over Cyclists' Safety

120.

Why does that number matter?

It's how many cyclists were killed in traffic accidents in two different localities during 2012.

Take a guess as to which localities.

All right, I'll tell you the first one:  the United Kingdom. About 64 million people live in its 242,990 square kilometers of land.  About 43 percent of the people own or have access to a bicycle.  By this definition, the UK has 27.5 million cyclists, of whom 3 million cycle three times a week or more.

Now, what's the other place where 120 cyclists were killed in traffic accidents in 2012?

It's none other than Florida.

Yes, the Sunshine State, which is about two-thirds the size of Britain and has less than a third of its population. 

The fatality statistics come from an article on The Economist's blog.  It also mentions that Florida's pedestrian fatality rate is double the US average. In fact, according to the National Complete Streets Coalition, the four most dangerous cities for pedestrians in America are also the four largest cities in Florida:  Miami, Jacksonville, Tampa-St.Petersburg and Orlando.

The article rightly points out, "Florida's cities are routinely dangerous because they are designed for cars, not for people."  That is true:  Traffic lanes are wider in Florida's cities than they are in other urban areas of the United States, and speed limits are higher but not enforced. This encourages drivers to go faster than they should. 

What the article doesn't mention--and I know from a fairly extensive amount of cycling in Florida--is that those drivers are rarely cyclists themselves, and are thus unaware of what makes for a safe (let alone harmonious) existence between cyclists and motorists.  I have argued, in other posts on this blog, that this is the single most important factor, apart from the behavior of cyclists themselves, in determining the safety of cyclists.  Without this internal human infrastructure, so to speak (which is what much of Europe has), no number of bike lanes or traffic signals is going to make cycling safer in any city.

To its credit, Florida officials are looking into the issue of bicycle/pedestrian safety and, I believe, some localities are addressing the issue as best as they know how.  One problem, as The Economist article points out, is that the state also plans to continue with an economic model based on breakneck growth, all of it fueled by cars.  It is not an exaggeration to say that for every person added to the Sunshine State's population, another car is added to its roadways.

Interestingly, the author of the article seems to recognize that it's not a sustainable economic model.  And it's not a recipe for reducing the number of cyclists killed, no matter how many new bike paths are built.