According to SmartGrowthAmerica, as of last summer some 1,400 jurisdictions around the country had adopted Complete Streets as their official transportation policy. Complete Streets envisions roadways as communal spaces. It emphasizes transit, cycling, e-scooters, and walking over driving. Counties and cities have spent countless millions of dollars on everything from lane restriping to dedicated bicycle trails, and also have incorporated similar initiatives such as Vision Zero, Great Streets, Livable Streets, Safe Routes to Schools, and others. While they differ in details the programs share the ultimate goal of incentivizing (or, less charitably, forcing) people out of their cars and onto those other modes of transportation.
Massive investment, dubious outcomes
Yet even advocates acknowledge that despite the investment, despite the messaging and information campaigns, despite myriad policies, ordinances, and regulations, fewer people are using bikes as a regular means of getting around. Nor is L.A. unique in that regard. Around the country, the number of commuters who cycle or ride transit is decreasing (though because it can be difficult to measure people’s commuting habits, a few polls have found modest increases). Even in China, bicycle capital of the world, usage has plummeted. The number of people in Beijing that used bicycles for some of their transport needs fell from 60 percent in 1995 to 20 percent in 2010. Shanghai and other major cities have even banned bikes from some downtown corridors. That’s not to say the U.S. should emulate the Middle Kingdom, rather China’s experience suggests that so-called car culture is universal, that there is a human instinct to maximize individual mobility. And in terms of carrying the most stuff the farthest distances at the greatest speed, cars simply cannot be topped.
Which explains the growing national frustration with Complete Streets and other policies that prioritize other modes of transit. Americans generally are all for bike lanes and transit, so long as policies match actual need. Unfortunately, in too many cities officials are in thrall to a small but vocal and well-funded minority pushing an anti-car agenda. Rather than adapt policy to local conditions these groups force a one-size-fits-all approach. When the promised masses of cyclists and transit patrons fail to materialize, they double down and use it as justification for even more bike lanes and buses. People aren’t coming, so we need more incentives, q.e.d.
For example, a recent story in StreetsBlogUSA quoted Ken McLeod, League of American Bicyclists policy director, as saying, “We need leaders at the national and state levels to take action: adopt Complete Streets policies, draft and implement bike and pedestrian master plans, and build protected infrastructure.” The SmartGrowthAmerica list suggests that such leadership exists. Indeed, they’ve been successful with statewide laws such as California’s 2008 Complete Streets Act. That law requires counties and cities to incorporate complete streets principles into road design in order to receive state funds. Some might call it blackmail. California certainly does not lack for bike facilities these days. They built it, but no one’s coming.
Promises to the contrary, these changes to roadways and built environments have been disruptive, and not in the good, forward-thinking way. In city after city, town after town, residents and merchants tell the same story: Bike lanes, road diets, and other reconfigurations were installed with little to no community engagement. The outreach that is done is carefully crafted to produce the desired outcome, i.e., support for the changes. In New York, former U.S. Representative Joe Crowley wrote a letter to Mayor Bill de Blasio asking him to reconsider certain bike lanes in his district, noting that he’d gotten many calls and emails from upset constituents. In Los Angeles a state representative wrote to City Councilwoman Monica Rodriguez, imploring her to revisit a road diet in her district that had impeded evacuations during 2017’s wildfires. Both missives were ignored.
Nevertheless, despite their overwhelming advantages in messaging, funding, and organizing, and their undeniable political clout in cities nationwide, the bicycle advocates seem to be losing ground. As noted, massive investment new bicycle facilities haven’t produced the promised masses of velocipedians. After spending billions on light rail Los Angeles has seen a drop in ridership. Moreover, more communities are coming together to push back. The activists’ and politicians’ arrogance could be their undoing, as they refuse to even consider alternatives to their top-down, ideologically motivated plans.
Which is unfortunate, because there are many reasons we should be moving to alternative forms of transportation. The problem is that activists and politicians insist on a one-size-fits-all approach. For example, aside from a few hardcore cyclists the vast majority of people will never ride down a busy boulevard, no matter how “protected” the bike lanes may be. People simply don’t want to ride down the street inches from giant buses. Yet from L.A. to Denver to New York that’s exactly where bike lanes are going in. The result is empty bike lanes and increased congestion. Everyone loses. The irony is that in the vast majority of cases there are parallel streets a block or two away that would be perfect for bike lanes.
People are getting fed up
From the biggest urban cores to the smallest towns, the movement to bring sanity to transit and urban planning is growing. Every week there’s a new story about a bike lane or road diet battle. In Tahlequah, Oklahoma citizens banded together and defeated a planned road diet on that city’s Main Street. In a town of 14,000 they received 3,200 signatures on an anti-road diet petition in just 10 days. A recent Seattle Times poll found people in that city have lost patience with bike lanes. To paraphrase LBJ, if the bike activists have lost Seattle, they’ve lost America.
It bears reiterating that the push back against road diets and other complete streets plans has nothing to do with being anti-bike (or anti-transit or anti-walking, for that matter). People simply don’t want poorly planned and executed projects on critical arteries and highways. In interview after interview, residents and business owners express frustration. They haven’t been part of the process. Elected officials talk a good game about community, then impose projects communities don’t want and didn’t ask for. There’s a strong whiff of paternalism, and that breeds resentment.
All of which is a shame. There are scores of roads around Los Angeles that would make excellent candidates for bike lanes. Rather than doing battle with Metro accordion buses and stressed-out commuters, cyclists on these streets would enjoy tree-lined scenery. Even the most vociferous opponent of a road diet on Wilshire Boulevard would support those alternatives.
Unfortunately, the orthodoxy of bicycle advocates brooks no dissent and can conceive of no compromise. Everything becomes an argument for more bike lanes and fewer traffic lanes. Show them a video of emergency vehicles stranded in a reconfigured street and they’ll say with a straight face, “That just means we need to do more, and do it faster.” Tell them businesses are suffering literally nationwide, and the response is the same. You gotta break a few eggs, after all.
So in our hyper-divded age we’re now at war over bikes. At this rate it won’t be long before we’re fighting over springtime, puppies, and tacos.
Below is a (small) sampling of stories from around North America (and a few internationally)
Iron Mountain council denies ‘road diet’ on Carpenter Avenue, Iron Mountain Daily News, February 17, 2019
Redwood City considering 4 ‘road diets’ despite failure of earlier one, Palo Alto Daily Post, Feb. 15, 2018
The new political battlefield is the road, Financial Times, February 12, 2019
‘Road diets’ lead to big, fat safety concerns for emergency response, Des Moines Register, February 13, 2019
City Council scraps Downing Street proposal, Tahlequah Daily Press, February 5, 2019
On Richmond-San Rafael Bridge, Drivers Want To Take Bike Lane, CBS Bay Area, January 29, 2019 “‘We are concerned that a relatively small number of users of the multi-use path may adversely affect the ability of Marin workers to meet their employment obligations,’ [Transportation Authority of Marin] says in a letter proposing the shorter trial.”
Letter: Bike trail a problem for Delphos, limaohio.com, January 28, 2019
Seattle’s love affair with bike commuting: It’s over, Crosscut, January 24, 2019
Battle over Brook Road bike lanes heats up as Richmond City Council vote expected Monday, WWBT Richmond, VA, January 23, 2019
Fight brewing over bike lane location in north Yonge remake, Toronto Star, January 18, 2019
Vision Zero, a ‘road diet’ fad, is proving to be deadly, Wall Street Journal, January 18, 2019
More bike lanes heading to Ocean View, community gives red light, ABC13, Norfolk, VA, January 18, 2019
Reeves Street Blues: Town of Port Hawkesbury wants more answers about proposed ‘road diet’, Cape Breton Post, January 13, 2019
Fewer Americans bike to work despite new trails, lanes and bicycle share programs, U.S.A Today, January 2, 2019
Kokomo residents say new grass medians cause traffic issues, cost businesses, RTV 6, Indianapolis, December 7, 2017 “People who travel those roads say they’ve only caused more headaches since they were installed, narrowing the roadway so that even the mailman and delivery drivers cause backups anytime they need to stop.”
DOT approves Morrison Park ‘road diet’ over community opposition, Bronx Times, December 13, 2018
Bike Lane Fights Today on Both Sides of the Bay, StreetsblogSF, December 4, 2018
‘Death threats,’ vandalism: Seattle hires mediator over 35th Avenue Northeast project, Seattle Times, October 23, 2018
Bicycle lanes debate persists as winter nears, seacoastonline.com, November 25, 2018
The new bike lanes on Baronne Street are angering CBD business owners — again, NOLA.com, October 19, 2018
City Abandons Orange Grove “Road Diet” Plan, Pasadena Now, October 16, 2018
Could Jollyville Road drivers survive a ‘road diet’?, Austin Statesman, September 25, 2018 “As for bicycles, well, I saw just 10 in those 90 minutes, and only four going southbound. For a 45-minute period starting at 7:32 a.m., not a single bicycle went by in either direction. Those four southbounders would amount to 0.3 of 1 percent of the total volume of cars and bikes.”
Restriping of South Lakes Drive Ignites Concerns, Fury, Reston Now, August 29, 2018
New bike lanes in Ocean View change traffic pattern, worry neighbors, WAVY-TV July 19, 2018
Cyclists vs. Drivers: Who’s at fault? CBC News, June 28, 2018
CB11 sends letter to city: Put a ‘stop’ to road diet plan, Bronx Times, June 18, 2018 “This is our neighborhood, we know what works here and this (road diet) plan will not work.”
Manhattan Residents Rage Against Bike Lanes & Buses At L Train Shutdown Town Hall, Gothamist, May 10, 2018
Curry Ford’s temporary ‘road diet,’ bike lanes to end, Orlando Sentinel, May 3, 2018
Cook Street bike lane opposition grows among residents, Vancouver Island Free Daily, March 13, 2018
Baltimore Residents Peddling Frustration With Safety Of Bike Lanes, CBS Baltimore, January 1, 2018 “‘What we found out was, it just didn’t work,’ said Hap Cooper, with the Roland Park Civic League. ‘At the core of the problem, the road just isn’t wide enough to accommodate a cycle lane, a buffer, a parking lane, and two travel lanes.’”
LA reworks another ‘road diet,’ restoring car lanes in Playa del Rey, Los Angeles Times, October 3, 2017
Cascade bike lanes behind strong words at Colorado Springs City Council, KOAA, Colorado Springs, CO, December 11, 2018
It seems that wherever there is a bike lane, there is a bikelash, Treehugger.com, April 19, 2018
Vancouver’s hyper-aggressive cyclists are ruining it for everyone, vancouverisawesome.com, September 5, 2018
Unprecedented! DOT Scraps Protected Bike Lane on Dyckman Street, Streetsblog NYC, August 31, 2018