Bike lane opponent Dan Zweig is at it again. The longtime Manhattan Community Board 7 transportation committee co-chair was quoted in a Post article trashing the Amsterdam Avenue bike lane before DOT even presents its design, set to be released in September or October.
“There is very heavy traffic [on Amsterdam] and it is a truck route,” Zweig told the Post. “We don’t know if Amsterdam Avenue can accommodate a bike lane.”
Though Zweig preemptively denounced the Amsterdam Avenue bike lane, he voted for a resolution asking DOT to study it. Zweig voted for the resolution only after language was added urging DOT to consider alternative routes.
Zweig’s position contradicts that of Council Member Helen Rosenthal, who unambiguously supports a protected bike lane on Amsterdam Avenue. Yet shortly after coming out in favor of the bike lane last spring, Rosenthal reappointed Zweig, a longtime bike lane foe who lives outside her district, to CB 7.
With the reappointment, Rosenthal kept Zweig in a position to thwart safety projects on the Upper West Side. DOT almost always gives de facto veto power over its street safety projects to appointed community boards.
Transportation Commissioner Polly Trottenberg says working with community board appointees is one of the highlights of her job. “Particularly as we’ve done our Vision Zero projects,” she said in April, “one thing that’s been really gratifying is… we’ve gotten a lot of support and very caring and well-educated people on the community boards that want to partner with us on these projects.”
While other CB 7 members have worked with DOT, even actual safety statistics don’t seem to sway Zweig from his anti-bike lane position. He refused to accept DOT numbers showing a decrease in crashes after the Columbus Avenue bike lane was installed because one of the “before” years had a high number of collisions. He asked DOT to throw out that year of data.
“We don’t invent new methodologies,” replied Josh Benson, who was then DOT’s bicycle and pedestrian director. “To just pick one year and eliminate it, that’s just not what we do.”
There is a key difference between the Amsterdam and Columbus plans. While the Columbus lane simply narrowed that avenue’s three car lanes, adding a protected bike lane to Amsterdam will require removing one of its four car lanes. This has the potential to impact DOT’s models of how quickly it can move car traffic on the uptown corridor.
The members of Community Board 7 have repeatedly voted in favor of adding protected bike lanes and pedestrian safety improvements to Columbus and Amsterdam avenues. But it looks like its leadership is gearing up to yet again oppose safer streets.