The ferocious competition for a smidgen of asphalt on Manhattan streets might be best appreciated behind the handlebars of a bicycle. As I whiz up 8th Avenue or crosstown on 13th street, I’m confronted by double-parked delivery trucks, jaywalking pedestrians and meandering delivery boys, their bicycles draped with carryout food. Beside me, sleek SUVs with oversized grills, boxy belching trucks, and speeding yellow cabs all attempt, as I do, to grab a portion of street space and get where they are going as quickly as possible.

There’s no question that what I’m doing is dangerous. A careless taxi driver or a misplaced car door could kill or injure me in a heartbeat.

Nevertheless, I enjoy my now almost daily adventure on the city streets. I’m aided by a stint I had two decades ago as a bicycle courier in downtown Washington, D.C., where I learned to mix it up in city traffic.

I’m also rewarded in more practical ways.

Quite simply, getting around by bicycle is the quickest and most practical way to get from here to there for most of my destinations in Manhattan.

Yesterday, for example, I bicycled from my home at 15th and Eighth to a doctor’s appointment at 34th and Broadway, then down to RPA at Union Square. After work, I cycled to meet a friend at 10th and 2nd Avenue, and then back home to 15th and Eighth. On a bicycle, all these trips took minutes. Walking, taking a bus or the subway would have taken two to three times as long.

But despite the speed of cycling, few people do it in New York, probably because it’s dangerous and difficult. Could cycling as transportation, as opposed to recreation, ever become more commonplace within the city?

I think it could and should, but that doesn’t mean it would be easy or without sacrifice. It comes down to that precious commodity, street space. If more people were to cycle to work, school, the grocery store or the synagogue, the city would have to cede space to them, physically, culturally and legally.

New York is a very dense city. If ten percent of adult New Yorkers started cycling to work, that would mean something like a half a million bicycles on the street daily. If we ever approached Scandinavian levels of cycling, where up to 50 percent of people commute on bicycles, it boggles the mind to think what our streets would look like.

But that doesn’t mean such a city would not be better. Cycling is cheap, non-polluting, and healthy, provided one doesn’t get killed.

Right now, it’s clear that cyclists are interlopers in traffic. To change this, the city could construct more bike lanes, such as those that run along 6th Avenue and Hudson Street. But more importantly, we could change the way drivers see cyclists, and thus allow cyclists to integrate more into regular traffic. A public awareness campaign could tell automobile drivers that cyclists come first on city streets, and that serious legal penalties are applicable if this does not happen.

I am influenced by my experience of European cities. In Berlin, a large and contemporary city, I saw many men and women in business clothes cycling along major city streets. In Amsterdam one morning, I cycled downtown along with a horde of cycling morning commuters. At stoplights, rows of drivers waited patiently as the cyclists crossed first.

A Dutch friend said drivers know that cyclists always come first. Integration works better than segregation.

But even European cities face the question of where to put bicycles, once people are off them. If more people cycled in New York, where would we put those half a million bicycles? Sidewalks are already narrow and crowded. The solution, one transportation planner told me, is to park bicycles on streets, instead of on sidewalks. Take away a parking space, or two, on each city block, and put up bike racks in them. In the space that two cars use, you could put 20 bicycles, if not more.

Along with taking away parking spots from cars, the city could also re-design streets for cyclists rather than drivers. This may sound heretical, but one idea would be to make the major avenues in Manhattan two-directional again. Right now, a cyclist often has to travel a half mile out of his way to avoid traveling the wrong way down a one-way street. The Avenues in Manhattan used to be two-directional, but were made one-way in the 1950s to better accommodate automobile traffic.

Another benefit of making the avenues twodirectional again would more attractive bus service, because people would not have to walk over an avenue to reach a bus going their direction.

The city is not the only entity that could change how it does business. Bike manufacturers could start designing bikes for everyday transportation.

As one bike mechanic told me casually, in the United States bike designers are overly influenced by the sports market. Similar to the SUVs that threaten to mow me down, my bicycle is designed for leaping rocky mountain paths in a grimy Tshirt, not cruising along 3rd Avenue in a coat and tie. I would like to buy a bicycle like those in Holland, which have completely enclosed chains and gear hubs, thus eliminating the possibility of staining a skirt, pants leg or hand.

There are of course many other things that could or should change to make cycling more attractive in the city. Noah Budnick, projects director for Transportation Alternatives, the major advocacy group for bicycling, said secure bike parking is an issue. I know my relationship with my bike changed once I decided to just leave it on the street full time, and expose it to both thieves and the weather. I use my bicycle much more when I don’t have to carry it down two flights of stairs.

The city is not inactive on the cycling front.

The city has an ambitious Master bike plan that includes a proposed network of bike lanes and greenways. It’s a detailed and thorough plan that addresses every aspect of cycling. The executive summary states the case for urban cycling well.

‘Despite its reputation for insufferable congestion, New York City is in many ways ideal for cycling, offering dense land use (ideal for short trips,) relatively flat topography, a spectacular and expansive waterfront, and an extensive, linear park system,’ reads the executive summary. See here.

Nevertheless, the plan stops short of endorsing more cyclists mixing with conventional traffic.

Instead, it focuses on creating the 900-mile citywide cycling network, progress on which has been relatively slow.

So could hordes of cyclists ever cruise down Fifth Avenue? Be careful what you wish for, but I think New York would be a better, more livable place if this were to occur.

–Alex Marshall, an independent journalist, is a Senior Fellow at RPA.