A Fort Greene tragedy, London's missing road dead - and why New York's mayoral election matters

The Saturday before last, facing a day of boring but necessary chores, I persuaded my family that we could alleviate the tedium by going for lunch in Fort Greene, one of my favourite bits of Brooklyn. After I’d cycled there and everyone else had taken the G Train, we settled on eating in Black Iris, a middle eastern restaurant at the corner of DeKalb and Clermont Avenues. We ate looking out on the mixture of brownstone houses and fashionable businesses that makes Fort Greene such a likeable part of the city.

A bikeshare station near the site of Saturday's tragedy:
shamefully, where to position these stations has generated
far more debate in Fort Greene than the threat posed
by deadly drivers

I found myself looking at some of the same scenes again this past Saturday, in far less happy circumstances. Returning home from a bike ride with the children, I spotted on Twitter pictures of a pharmacy that I realised was diagonally opposite Black Iris. Next to it was a Ford sports utility vehicle on the sidewalk, with sheets covering a body and police tape cordoning off the scene.

Some poking around revealed that, around 12.45pm, a driver had crashed his SUV through the front of Black Iris – no doubt as diners like us tucked into the grilled meats and Mediterranean pizzas that our family had enjoyed a week before. After hitting the restaurant, the driver, Anthony Byrd, reversed at speed, made a U-Turn, swerved, hit some cars on the other side of the street by the pharmacy, mounted the sidewalk and hit a mother and her two boys. The sheet was covering the body of Lucian Merryweather, a nine-year-old, crushed on the sidewalk by the pharmacy. His five-year-old brother is in hospital. Byrd also hit a pedestrian in a crosswalk.

 

The Invisible Visible Family's bikes visit the Brooklyn
Academy of Music on a previous Fort Greene trip

It’s the kind of incident that ought – as multiple-victim public shootings once were – to be shocking, garner exceptional media attention and be fully investigated for lessons. But it’s actually depressingly routine. A Streetsblog post from September suggests that cars mounting sidewalks have already killed at least nine pedestrians so far this year in the city. Those figures don’t include Sian Green, the British tourist whose leg was severed in August when a taxi driver mounted the sidewalk while trying to ram a cyclist. Nor do they include Michael Gomez, who died of an asthma attack a few days after he was one of several children hit in Queens when a driver mounted a sidewalk.

Much coverage of these events has focused on their individual, exceptional circumstances and the culpability or otherwise of the drivers – and sometimes even the victims – involved. The attitude of New York's police has been reminiscent of the fatalism of some Hungarians when I lived in Budapest about the country's shortcomings. “Hat, mindenhol a vilagban (Well, everywhere in the world)” they would say over problems that were objectively, verifiably much worse in Hungary than elsewhere.

The folly of that complacency was exposed on Friday from the other side of the Atlantic when Transport for London published its annual health, safety and the environment report. The report – which was given a rough reception because it suggested safety for some categories of road user was falling - showed that 134 people died on London’s roads in 2012. That’s less than half the 271 who died on New York’s streets the same year, in a city with roughly the same population and traffic flows. New York killed more pedestrians in 2012 – 135 – than died on all modes of transport on London’s streets.

 

The Invisible Visible Girl's bike with its
Vote deBlasio spoke card. If any of us had
a US vote, we'd choose him, we promise.

Although it’s tragically too late for Lucian, New York this week has a chance of making a new start on road safety issues. The day after our visit to Fort Greene, our family emerged from church to find our bikes had been festooned with spoke cards suggesting we vote in the mayoral election – this Tuesday, November 5 – for Bill de Blasio, the Democratic candidate. During the Democratic primary, de Blasio loudly proclaimed his support for Vision Zero, a policy that targets eliminating city road deaths entirely.

If deBlasio does go for the systematic casualty-reduction technique of Vision Zero, it should, I think, prove far easier than anyone expects to bring down New York’s deaths to levels far closer to London’s. London’s figures, after all, are achieved in a city where some vehicles still speed, where the police response to many road incidents is grossly inadequate and where the poor design of parts of the mayor’s hurriedly-introduced cycling network has led to a series of appalling deaths. On the most basic levels in London, I suspect the superiority of its road safety record is down to drivers’ reasonable expectation that a speed camera will catch them if they speed, to the calming effect on traffic of the central London congestion charge and a total ban on vehicles’ turning through crosswalks when pedestrians have a green light.

There is also, I suspect, an effect of the reduced politicisation of policy-making compared with the US. The UK’s independent civil service tradition ensures that many of the senior officials grappling with road safety issues in London are the same people who have dealt with them for many years. There is less need to make the big policy splash that mayors in big North American cities crave when introducing an initiative. That civil service’s tradition is to work by producing dull, practical reports and recommending policy solutions mainly on a practical basis, often by formal cost-benefit analyses. A small group of officials, I suspect, will have had charge of producing TfL’s health, safety and the environment report. Their job prospects, I suspect, are closely tied to the health of the city’s road culture. It’s probably no coincidence that introduction of the poorly-designed Cycle Superhighways - one of London's worst-designed policies - is among those most closely associated with an individual politician.

In New York's case, it’s hard to imagine a man capable of running a slick election campaign can’t – if he’s willing – introduce fairly quickly policies to bring the city's road safety practices closer to London’s. Ideally, he'll choose somewhere still more safe.

It's a comparison of which I know the presumed mayor is aware. I saw him one morning campaigning outside my son’s school and forcefully told him about it. “I moved in August last year from London,” I said. “It has 100 fewer road deaths annually, with around the same population.”

Me and Bill deBlasio: I hope he remembers what I said
and wasn't too busy thinking, "Why is this strange man
shouting at me and gesticulating so hard?"

A picture that another parent took shows the candidate and his staff looking a little taken aback at the vehemence of my point-making. De Blasio’s body language looks a little defensive. There have been signs – including some remarks about pedestrian plazas in a debate that suggest an only partially-digested sense of his policy’s implications. The candidate nevertheless mentioned his support for Vision Zero when I spoke to him and trumpeted his Streetspac endorsement.

I remain nervous, nevertheless. I can only hope in light of the Merryweather family's appalling grief over a young life wasted that my parting shot to the future mayor will prove prophetic.

“You can fix this,” I said, jabbing my hand towards his chest. “You can do it.”