The Tipping Point: How Little Things Can - By Gladwell, Malcolm Page 0,52
about graffiti, to focus on the larger questions of crime and subway reliability, and it seemed like reasonable advice. Worrying about graffiti at a time when the entire system was close to collapse seems as pointless as scrubbing the decks of the Titanic as it headed toward the icebergs. But Gunn insisted. “The graffiti was symbolic of the collapse of the system,” he says. “When you looked at the process of rebuilding the organization and morale, you had to win the battle against graffiti. Without winning that battle, all the management reforms and physical changes just weren’t going to happen. We were about to put out new trains that were worth about ten million bucks apiece, and unless we did something to protect them, we knew just what would happen. They would last one day and then they would be vandalized.”
Gunn drew up a new management structure and a precise set of goals and timetables aimed at cleaning the system line by line, train by train. He started with the number seven train that connects Queens to midtown Manhattan, and began experimenting with new techniques to clean off the paint. On stainless steel cars, solvents were used. On the painted cars, the graffiti were simply painted over. Gunn made it a rule that there should be no retreat, that once a car was “reclaimed” it should never be allowed to be vandalized again. “We were religious about it,” Gunn said. At the end of the number one line in the Bronx, where the trains stop before turning around and going back to Manhattan, Gunn set up a cleaning station. If a car came in with graffiti, the graffiti had to be removed during the changeover, or the car was removed from service. “Dirty” cars, which hadn’t yet been cleansed of graffiti, were never to be mixed with “clean” cars. The idea was to send an unambiguous message to the vandals themselves.
“We had a yard up in Harlem on one hundred thirty fifth Street where the trains would lay up over night,” Gunn said. “The kids would come the first night and paint the side of the train white. Then they would come the next night, after it was dry, and draw the outline. Then they would come the third night and color it in. It was a three day job. We knew the kids would be working on one of the dirty trains, and what we would do is wait for them to finish their mural. Then we’d walk over with rollers and paint it over. The kids would be in tears, but we’d just be going up and down, up and down. It was a message to them. If you want to spend three nights of your time vandalizing a train, fine. But it’s never going to see the light of day.”
Gunn’s graffiti cleanup took from 1984 to 1990. At that point, the Transit Authority hired William Bratton to head the transit police, and the second stage of the reclamation of the subway system began. Bratton was, like Gunn, a disciple of Broken Windows. He describes Kelling, in fact, as his intellectual mentor, and so his first step as police chief was as seemingly quixotic as Gunn’s. With felonies—serious crimes—on the subway system at an all time high, Bratton decided to crack down on fare beating. Why? Because he believed that, like graffiti, fare beating could be a signal, a small expression of disorder that invited much more serious crimes. An estimated 170,000 people a day were entering the system, by one route or another, without paying a token. Some were kids, who simply jumped over the turnstiles. Others would lean backward on the turnstiles and force their way through. And once one or two or three people began cheating the system, other people—who might never otherwise have considered evading the law—would join in, reasoning that if some people weren’t going to pay, they shouldn’t either, and the problem would snowball. The problem was exacerbated by the fact fare beating was not easy to fight. Because there was only $1.25 at stake, the transit police didn’t feel it was worth their time to pursue it, particularly when there were plenty of more serious crimes happening down on the platform and in the trains.
Bratton is a colorful, charismatic man, a born leader, and he quickly made his presence felt. His wife stayed behind in Boston, so he was free to work long hours, and he would roam the city on