NY Mag Fumbles Chance to Hold NYPD’s Feet to the Fire on Street Safety

Robert Kolker’s New York Magazine feature on traffic deaths and injuries brings some welcome attention to NYPD’s miserable enforcement record. But readers — and the WNYC listeners who heard Kolker on the air yesterday — will probably still come away with a warped view of what determines street safety in NYC.

Police Commissioner Ray Kelly was a no-show in New York Magazine's feature on street safety in NYC.

Before I go any further, I should mention that I spoke to Kolker to provide background for the piece and I think his story gets a lot of things right. Still, the finished feature contains some sloppiness that was amplified in Kolker’s radio appearance, marring what could have been a more compelling case for NYPD to get its act together.

The news hook for Kolker’s story is the rise in annual citywide traffic deaths reported in the 2012 Mayor’s Management Report — at 291, a 23 percent increase over the previous year. The first potential cause Kolker mentions is, contrary to the evidence, bike lanes:

Safety advocates, however, argue that the city is still overlooking critical problems. Although the new bike lanes protect riders in some ways, for instance, critics say that sharing ever-narrowing roadways has created new hazards. The lanes cause a false sense of security, some say, and many bikers don’t abide by the law. Bike lanes, in this view, add to, rather than ameliorate, chaos.

Note that no “safety advocates” making this argument are quoted or named. That’s because people versed in street engineering know quite well that the new bike lanes have made people safer, with injury rates for pedestrians, cyclists, and motorists declining on the streets that have them. On the major Manhattan avenues where protected bike lanes have been installed, the drop in injuries ranges from about 8 percent on First and Second to 35-56 percent on Eighth and Ninth.

The only people on the record claiming that narrower roadways increase risk are, to the best of my knowledge, the exceptionally well-connected cohort who wanted to turn Prospect Park West back into a three-lane speedway by getting rid of a safe-for-all-ages two-way protected bike lane. They advocated for the opposite of safety.

While this passage is just a few sentences in a mostly-solid feature story, it seems to have been a major takeaway for WNYC’s Heidi Moore, who interviewed Kolker yesterday while guest-hosting the Brian Lehrer Show. Moore’s intro: “Cars and pedestrians have always battled on the streets of New York. Add more and more bikes to the equation, and you get a dangerous mix with sometimes tragic results.” Kolker then compounded his printed error when he responded to a caller who’d been struck by a cyclist not by noting that some people do bike recklessly, but by lamenting “how difficult it can be to cross the street these days with these bike lanes.” As if rule-breaking cyclists only appeared on the streets of New York when the pace of bike lane roll-out accelerated.

In suggesting that bike lanes have made streets more dangerous, Kolker committed the same mistake the New York Times made when reporting on the increase in traffic deaths: suggesting a cause that doesn’t fit the available information.

As a reporter, I can sympathize to an extent, because we want to explain things, and the available data about these 291 traffic deaths is really skimpy. But that points to a key omission in the New York piece: Kolker doesn’t mention that there’s no reason for the data to be this sparse. All it would take is for NYPD to release a map of where the traffic deaths are happening — data they could easily make public — and New Yorkers would at least see how the streets with new bike lanes are faring compared to the streets without them.

But NYPD hasn’t produced a map like that, even though the department is now required by law to post the location of all traffic injuries each month. Instead, they put up unwieldy PDFs. New York Magazine had to piece together its own incomplete map of traffic fatalities. To get details about specific crashes, victims’ loved ones often have to take NYPD to court. While Kolker nicely conveys the police department’s failures to enforce traffic laws and investigate crashes, he doesn’t dig into NYPD’s stubborn refusal to shed light on why and where traffic injuries happen.

The department’s neglect of traffic enforcement marks not only a major contrast with NYC DOT’s current emphasis on safety, but also a step backward for NYPD itself — even compared to the bad old Giuliani years. It was 14 years ago (not 12, as reported) that TrafficStat debuted and brought some data-driven accountability to traffic enforcement. “Precincts with high numbers of accidents or fatalities are called to the podium and questioned about what he or she is doing to prevent, reduce or eliminate the accident-prone conditions,” Henry Cronin, then the chief of NYPD’s traffic division, told the Daily News at the time. “The summonses should be specifically related to the causes of accidents at that location. We’re not looking for frivolous summonses.” The Ray Kelly NYPD of 2012 has actually fallen behind the Howard Safir NYPD of 1998 when it comes to traffic enforcement techniques.

With a few more details about Kelly’s failures and a little less unfounded speculation about bike lanes, the New York piece could have headed off the inane cars-vs.-bikes-vs.-pedestrians framing on WNYC and upped the pressure on NYPD to take street safety seriously. There’s a chance for redemption coming up soon: Kolker will be appearing on the local NBC affiliate this weekend to discuss his piece.

  • “some say”, the long honored journalistic technique of when you have no proof, as long as someone, somewhere said it, you can add it to your piece.

     I’m concerned that bike lanes lead to greater rates of homelessness.

    Get at em boys! Thats all you need!

  • Heidi Moore has never hid her disdain for cyclists. She’s one of those who think that cyclists “don’t belong”, based on ongoing observations of her Twitter account (which I ultimately unfollowed because it was infuriating). She’s never rationally explained her position, either, meaning in the end we’re left to narrow her motives down not to logic but to being irritable and judgmental. 

    While it’s angering on its own to see someone behave as an outright enemy of the non-car-driving public, it’s also worrying to see a prominent reporter apply personal emotional bias so freely without consenquence, as if it wasn’t a big deal that she could alter the conversation to suit her own tastes.

  • Anonymous

    Terrific job of policy analysis, historical overview and media deconstruction rolled into one, Ben. Bravo.

  • Joe R.

    Two things should be done in the interests of transparency:

    1) The NYPD should be forced to comply with law by posting a map of traffic injuries/deaths.

    2) All footage from surveillance cameras should be continually streamed and stored on websites accessible to the general public. The recent case of the incomplete footage released by the NYPD after the death of the skateboarder should make clear why surveillance camera footage should be public domain.

    Bottom line-we can’t trust the NYPD to investigate crashes, or even to give non-frivolous summonses, so a measure of public oversight is needed. Surveillance camera footage is great tool both to determine the causes of crashes, and to show where lax NYPD enforcement leads to crashes. It seems to me enforcement of traffic laws by the NYPD is more media driven than data driven.

  • Anonymous

    There has been a 23 percent jump in traffic fatalities in one year, the same year that there is reported a 21 percent drop in enforcement of moving violations: http://gothamist.com/2012/05/17/cops_just_arent_writing_traffic_tic.php

    Why is that not the story? Why are they vilifying 4 years of safety projects that are part of a downward trend in fatalities when the up year corresponds perfectly with the reduced enforcement. I would think THAT would the most obvious conclusion to the untrained reporter

  • Bob

    Post hoc ergo propter hoc.

  • Ian Dutton

    I, too, found myself rather disappointed. I had a very long interview for this article and really focused on the police indifference with Jessie’s death and how that was not limited to this once instance. I had much stronger sentiments both during the interview and at the CB2 meeting soon after the crash. What was included in the article was about as unconfrontational a quote as you could have found. Not to minimize the importance of getting this message out to the general public, I thought this article was going to aim for the fence but seemed instead to play it safe. 

  • jrab

    I don’t think there’s too much to complain about from a livable-streets perspective in a magazine article titled “Death by Car.” Of course, we can always expect more from NYPD, but from my Upper Manhattan perspective, we can expect more from DOT as well.

    For instance, where are the safety improvements to the corners of Dyckman St/Riverside Dr/Broadway and Dyckman/10th Avenue/Harlem River Drive, which were suggested in the Sherman Creek Traffic Study, produced in March of 2010? Since then I’ve gotten married and had a baby, who is now a toddler and frequent user of Anne Loftus Playground, right at the corner of Broadway and Riverside Drive. Commissioner Sadik-Khan, how big does my family have to grow before DOT will do something about that dangerous intersection?

    Sherman Creek Traffic Study: http://www.nyc.gov/html/dot/downloads/pdf/Sherman_Creek_03-24-2010.pdf

  • Eric McClure

    As you point out, Ben, Kolker’s New York piece was generally well reported. The attack on bikes on The Brian Lehrer Show, on the other hand, made me angry enough to consider withholding my annual year-end gift from WNYC. I prefer my public radio without a helping of Post or News editorializing.

  • Anonymous

    Joe R, your suggestion #2 is problematic.  The vast majority of surveillance cameras in NYC are privately owned and operated.  Compelling everyone with a camera in the city to make the footage available publicly is a serious problem both in terms of civil liberties and practical implementation.

  • Joe R.

    @J_12:disqus The city could install their own cameras at every intersection to get around that limitation. I personally think all intersections should be recorded 24/7 so that the cause of every collision can be factually determined.

ALSO ON STREETSBLOG

Can Vision Zero Survive NYC’s Tabloid Editorial Boards?

|
New mayor. New DOT commissioner. Same old myopic Daily News editorial board. The opinion writers who spent four years undermining the implementation of safer street designs want “clear and transparent data” from Mayor de Blasio’s Vision Zero initiative. Good idea, right? But when the data is right under their noses, they’re still not satisfied. In […]

De Blasio’s Budget Has No Funding Increase for Street Safety Projects

|
Mayor de Blasio released his executive budget yesterday, and it does not include the increases for street safety projects that the City Council recommended earlier this month, says Transportation Alternatives. Without more funding for street redesigns, TA says, the administration won’t be able to improve safety at the pace needed to attain the mayor’s stated goal of eliminating traffic […]