By Erin Sherbert
By Erin Sherbert
By Leif Haven
By Erin Sherbert
By Chris Roberts
By Kate Conger
By Brian Rinker
By Rachel Swan
But Critical Mass remains unscripted. Blockading an intersection during the most recent ride, a cyclist bellowed to his fellow riders and the trapped drivers: "Own it! Own it! It's ours! You can't have it!"
The whirring of bicycle chains is a magical sound, but, then, so is Daft Punk. The thumping beats emanating from sophisticated rolling soundsystems drown out all ambient noise at either Critical Mass or the other group rides it has spawned. Things are changing: When Carlsson shows up these days with sheets of proposed routes — "Xerocracy" in Critical Mass jargon — riders look askance at him. "There's never been a planned route for Critical Mass," they tell its ardent co-founder, who planned out routes decades ago. "You don't know shit about Critical Mass, do you?"
That's about the same thing riders say when Carlsson tells them to stop blocking cars for the sake of blocking cars.
One week after every Critical Mass ride — on the first Friday of every month — the San Francisco Bike Party rolls through town. Rather than gather at Justin Herman Plaza during the height of the commute, Bike Partiers avoid confrontation, meeting at 8 p.m. within Golden Gate Park. Like Critical Mass' earlier iterations, there's an organized route, with a definitive ending point, and volunteers guiding people along. Unlike Critical Mass, Bike Partiers don't goad motorists into pointless arguments; they stop at red lights and (some) stop signs. Asked to explain what they're up to, Bike Party organizers made oblique references to Critical Mass: "It's a very positive environment, as opposed to some group rides." ... "We're very pro-bicycle as opposed to being anti-anything else." ... "We're trying to get more people on bikes by using more carrots, and less sticks."
The Bike Party is just what it says it is: a party that just happens to involve bikes. On the July ride, cyclists dressed as robots cheered during one of several boozy rest stops as a lithe young woman, visible only in bicycle-helmeted silhouette and backlit by throbbing neon lights, gyrated to E-40.
Well, there's nothing wrong with that. Bike Partiers don't espouse the serious, transformative ideals that inspired Critical Mass. They don't publish compendiums filled with essays titled "Putting the 'Critical' in Critical Mass: Patriarchy, Radical Feminism, and Radical Inclusiveness," or "International Solidarity: The Bicycle as a Creative Response." They drink beer and dance to E-40.
But, at this point, they're accomplishing just as much. There's plenty of crossover between Critical Mass on the last Friday of every month and the Bike Party a week later. That's hardly surprising: Both rides provide cyclists with a social opportunity and the chance to stop feeling like scattered minnows among whales on the road. The Bike Party, however, does this without Critical Mass' baggage.
In his trips around the world to participate in Critical Mass rides, Carlsson has observed a five-year "golden age" before they "lose their magic" and become institutionalized rituals (San Francisco's Bike Party, incidentally, is not quite 3 years old).
Critical Mass has been running on inertia for far longer than it hasn't. If it weren't already a city custom, it's hard to imagine San Francisco's present-day demographic reacting to San Francisco's present-day cycling conditions and establishing one.
But Critical Mass hasn't stopped. Its riders don't stop to drink beer and dance; they don't stop for cars or pedestrians or the Pacific Ocean. When the Mass reached Ocean Beach, cyclists began aimlessly circling in the intersection of Great Highway and Fulton. The event has no set route and no finish line; riders drop out in bunches until just a few careen through the night. That day's 400-odd participants represent 5 to 10 percent of how many rode during Critical Mass' paradigm-shifting heyday, back when city policymakers couldn't help but pay attention.
A first-timer leaned over and asked a stranger when the ride would end. The dreadlocked young man's response encapsulated more than any one ride: "It's a lifestyle, yo. It never ends."
I'd have much more goodwill to cyclists if they would stop riding on the dang sidewalks! If you have to bike up Pine Street, do what you've got to do, but do not think it is okay to ride on the sidewalk there: it is not. The few bad, obnoxious apples who don't give a flip about anyone else are what makes people see all cyclists as a nuisance.
As a progressive (who hopefully hasn't lost his sense of humor or patience) I might point out that encountering critical mass back in the 90s as a pedestrian meant having to wait at street corners with sore feet (from working a long day at a job that really didn't pay enough to live in the city even then) while a quite long parade of people on bikes passed by (without in my recollection giving you chance to cross the street).
I assure you that Critical Mass remains very relevant to me and my many
friends who ride in it whenever we get the chance. Joe, why didn't you
interview anyone for this article who still rides in and enjoys Critical
Mass? (Just interviewing the founders who don't enjoy it anymore,
obviously doesn't count.) Considering about 12K rode in the anniversary ride last
September, there a still a few of us. And I say "a few" facetiously.
There is nothing more predictable in this town than the occasional newspaper article claiming Critical Mass is bad and/or ineffective and/or irrelevant. But it's never done anything but just bring more publicity to the event. My prediction is that THIS FRIDAY will now end up being be the biggest ride in months. And you know what? It'll be a blast. Thanks Joe Eskenazi! The obvious fact is that hundreds, sometimes thousands, continue to find CM very relevant to their lives and community and continue to show up for this celebration of freedom, public space -- and of course bicycles -- every month, year after year. I could go on for days about why Critical Mass is incredibly relevant. But I don't have to. Anyone who shows up on the last Friday of the month knows this. (Course if anyone wants me to go on and on, and even provide evidence from academic research, I would be thrilled to talk your ear off!).
• Interesting and informative piece. I have quibbles here and there, but never mind.
I was in S.F. during and after the 1997 crackdown on Critical Mass and N.Y.C. during and after the 2004 crackdown (which started with the Republican National Convention). In both cases, a burgeoning bike community associated with Critical Mass was growing even without attractive bike infrastructure.
Here in San Francisco, our numbers kept growing even during the injunction that Rob Anderson's lawsuit imposed. In New York City we had to contend with Sadik-Khan's hostile predecessor, Iris Weinshall (who would later file her own failed nuisance lawsuit against a bike lane), yet even under those conditions, our numbers kept growing.
I expect that good infrastructure will swell our numbers even more, and the data shows that they have -- and at 0.46% of the transportation budget it's a bargain! But it's worth looking at what make our numbers swell in the first place, even in the face of hostile authorities.
Cycling is Impractical for Families and Daily commuting.....So why is the SFMTA Deficit spending to build more Bike Lanes? By willfully ignoring most of San Francisco’s residents, the Board of Supervisors and the MTA have created a master plan that makes no sense at all.
It demands that people ride bicycles or use a transit system that doesn’t work. The enduring fiction is that cars and their drivers are evil, but bicyclists are holy. The number and type of bicyclists remains constant because people do not convert to bike riding, but move into, then away from it. As people move into their professional lives, age and have children, bike riding becomes a recreational activity, not a commuting choice.
Yet, San Francisco has developed an urban plan around the loud but short-sighted desires of 15,000 people in our population of 800,000. All the changes required will be paid for by extending parking meter hours, raising parking rates, raising parking fines, and installing tolls into San Francisco. The narrowing of traffic lanes to add bicycle lanes has only added to the gridlock around the city. Shrinking the number of auto lanes and replacing them with bike lanes has created less efficient roadways for public transit, private autos, and emergency vehicles.
Over the last ten years developers have been fighting the construction of parking garages and using the Bicycle Coalition to spread their car-free message. Why? So that they can construct car free, stack and pack, high rise transit villages WITH NO PARKING! Why?
1. Because it lowers their overall
2. It maximizes their profit
3. Car free housing is easier to get through the planning department
According to architecture 2030 The Building Sector is the Largest Contributor
to U.S. CO2 Emissions. Breakdown as follows:
Most of this energy is produced from burning fossil fuels, making this sector the largest emitter of greenhouse gases on the planet – and the single leading contributor to anthropogenic (human forcing) climate change
LOVE that the Bicycle Lobby is
encouraging the public to drop their cars in favor of bikes. Keep the
public focused on the terrible cars so that the developers pack the
skyline with so many people that the city will be in total gridlock.
Once that happens the only way you will be able to get around the city
will be on a bicycle. If you look into the history of the Bicycle Lobby
and all of the other non-profits that were spun off from them you will
find questionable legislation, multiple conflicts of interest, and a lot of deception.
City Hall is bluffing about putting anything bike-related on the ballot, since even those dim bulbs know that the bike people are the most unpopular special interest group in the city. A citywide vote on the bike bullshit would put an end to all the "improvements" to city streets the MTA is now foisting on the neighborhoods.
For the record: the city did absolutely no environmental review of the 500-page Bicycle Plan before the Planning Commission and the BOS voted unanimously to make it part of the General Plan. Representatives from both those agencies stood up and lied about that during our last appeal hearing before the Supervisors.
It was an easy decision for Judge Busch, since the city was obviously violating the most important environmental law in the state. That's why City Hall and phony "moderates" like Scott Wiener want to "reform" CEQA; so that no favored City Hall project will never be delayed again.
Where's a link to Matt Smith's Critical Mass story ("Critical Masturbation") in 2003?
@NoBikesOnSidewalks I take the same attitude towards pedestrians: As long as any are poorly behaved, I don't care about any of them. Fortunately, I stop short of holding this attitude about any particular race, let alone I might end up with a show on Fox News!
The number of cyclists in SF is "swelling"? According to the city's own numbers, there were 2.1% riding bikes to work in 2000, and in 2010 there were 3.5% commuting by bike, a not-so-swollen gain of 1.4% in ten years.
Speaking of numbers, the writer here invokes the 71% gain number, but it only represents a gain between a few years of the annual bicycle commuter count, not a gain in cycling in the city overall.
Another number cited in the story: the city is paying $188,000 a year for the SFPD to babysit Critical Mass every month.
And the problem with the changes the city wants to make to city streets on behalf of your small minority is not a lack of money, since City Hall always finds enough money to do what it wants to do. It's a lack of space on city streets to make bike lanes. Polk Street is a good example of the problem: making bike lanes there requires taking away a lot of scarce street parking, which that neighborhood---and others---will resist.
@sfparkripoff Dense urban housing is by far the most efficient form of housing. Parking garages for your car to live don't count. I ride my bike every day to work - it is the most practical way for me to get to work by far. And yes, I have a family. So speak for yourself.
@sfparkripoff It might be a good time for you to start paying the full cost of driving a car.
@sfparkripoff Dude, it's time to loosen the tinfoil hat, turn off Glenn Beck, walk slowly away from the TV and go outside.
@rmajora Unlike this present piece, the 2003 piece was just a tirade unsupported by facts.
@rmajora @beaugheale @jymdyer Perhaps if your issue is with the way statistics are calculated, you might want to launch a campaign against high school math teachers. Though it won't help you with the bigger problem: That cars aren't paying their own way in the transportation system. In any event, I hope your blog is better than your math skills.
@sfparkripoff ...says the guy who offers nothing but his own "facts." I hope for your own sake that you're being intentionally ironic here.