The improved view of cycling conditions largely stems from a decline in cycling deaths from their historic high in 2000 (35 deaths) to a more routine 17 fatalities. Still, T.A. characterizes conditions as "barely tolerable enough to keep everyday cyclists riding. Dangerous motorist behavior, atrocious street conditions and many sub-standard bike lanes remain widespread."

Better government effort is reflected in significant bridge-related improvements by NYC DOT. In 2000, the 24-hour Queensboro Bridge bike- and ped-way opened for good, with improved access points in Queens and Manhattan. Transportation Alternatives has fought since 1979 to maintain or restore 24-hour access over the span. "At last, a giant, multi-decade obstacle to cycling between Manhattan, Queens and northern Brooklyn is gone," T.A. writes. A even longer-lived gap in East River bike and pedestrian access, the lack of a path across the Manhattan Bridge, will be closed this spring with the May opening of a restored bike/footway. The span has been closed to walkers and cyclists since World War II.

T.A. also gives NYC DOT good marks for the new Centre Street bike lane, which extends from the Brooklyn Bridge bike path, for a new bike lane on the Bronx' Prospect Avenue and for bike-friendly redesign of Herald Square.

The highest overall rating goes to NYC Transit's continuing policy allowing liberal, common-sense bike access to NYC subways, and to the Port Authority's abolition of the permit system for bike access to off-peak PATH trains. Paradoxically, the MTA drags down bridge and transit access grades with lousy conditions (or no paths) on its bridges, and its refusal to consider a bike parking facility at Grand Central Terminal.

Transportation Alternatives: www.transalt.org, 212-629-8080