The Weekly Carnage

The Weekly Carnage is a Friday round-up of motor vehicle violence across the five boroughs. For more on the origins and purpose of this column, please read About the Weekly Carnage.

Fatal Crashes (6 Killed This Week; 17 This Year; No Drivers Charged*)

  • Harlem: Pedro Santiago, 45, Crushed on Bicycle by MTA Bus Driver; “No Criminality” (PostNews)
  • UWS: Samantha Lee, 26, Struck by Two Drivers While Crossing 96th Street; No Charges (Post)
  • Maspeth: Angela Hurtado, 68, Struck by Unlicensed SUV Driver (TLForum)
  • Glen Oaks: Unidentified Man Walking Near Union Turnpike Hit by SUV Driver (Post)
  • East New York: Maude Savage, 72, Hit in Crosswalk by Unlicensed Driver in November (Streetsblog)***
  • Midtown: Driver Flips SUV on Sixth Avenue Following Heart Attack (DNAPost)
  • University Heights: Truck Driver Crashes Into Building; Four Hurt (NewsWABC,WCBS)**
A driver jumped a curb on the Upper East Side, crashing into a storefront and injuring two passengers. No charges were filed. Photo: ##
A driver jumped a curb on the Upper East Side, crashing into a storefront and injuring two passengers. No charges were filed. Photo: ##

Injuries, Arrests, and Property Damage

  • Harlem: Livery Cab Driver Strikes Pedestrian on 125th Street, Claims Victim “Slipped” (DNA)
  • UES: Woman Loses Leg After Cement Truck Driver Strikes, Drags Her 20 Feet (WNBC, DNA)
  • UES: Driver “Loses Control” of Car, Slamming Into Storefront; No Charges (WNBCWCBS)**
  • Washington Heights: Two Injured in Crash That Flipped Vehicle (DNA)
  • Windsor Terrace: Driver Pinned in Crash With Tractor-Trailer (@NYScanner)
  • Corona: SUV Driver Crashes Into Fence Following Road Rage Incident (News)**
  • Kensington: Vehicle Overturns at Ocean Parkway and Ditmas Avenue (@NYScanner)
  • Hell’s Kitchen: Cabbie Drives on Sidewalk to Avoid Traffic (Gothamist)**
  • Graniteville: Off-Duty Cop Arrested for DWI After Rear-Ending Street Sweeper (Advance)

* Based on latest available reports
** Incident in which a vehicle left the roadway
*** Death occurred in 2013 and is not reflected in the weekly or yearly total

  • Kevin Love

    Vision 17!

  • Bobberooni

    As a daily biker, I take a special interest in bike accidents. While these accidents are always tragic, too frequently I see them resulting from easy-to-avoid mistakes on the part of the biker. Apparently, from the reports and pictures, Mr. Santiago was trying to pass a bus on the left while it was at bus stop. Of course, the bus could pull out and hit you. I’ve seen too many accidents like this. In Boston, fully 50% of bike accidents involve trucks and buses.

    Stay alive: stay far away from large vehicles. I give busses and trucks AT LEAST TWICE AS MUCH ROOM as regular automobiles. If I have to stop behind a bus and wait… well, that’s better than the alternative.

  • dporpentine

    As a daily biker, I take a special interest in bike accidents.

    And having done so has taught me that victim blaming is always wrong. There are simply too many particular pressures at any point in my ride for anyone else to be able to understand why I–quite reasonably–made one decision rather than another.

    I could, for example, be busy giving a bus or a truck AT LEAST TWICE AS MUCH ROOM when another car comes from the opposite direction. In order to get around a double-parked delivery truck, the car drives at me, head on, apparently ready to kill me unless I yield a significant portion of my AT LEAST TWICE AS MUCH ROOM to said sociopath. That puts me closer to the bus but it keeps me alive, I’m hoping. Meanwhile, the bus driver, having seen me giving him AT LEAST TWICE AS MUCH ROOM, pulls out with extra speed, since he figures he has extra room and he doesn’t want to get stuck in the coming wave of traffic.

    Boom, I die.

    Boom, people who imagine themselves to be smarter than me appear on the internet telling me that my death is my own fault.

  • Bobberooni

    Enough of the snide remarks, please.

    Our traffic code recognizes two classes of entities: vehicles and pedestrians. Vehicles are responsible for maintaining the safety of themselves and others, whereas pedestrians are responsible mainly just for following the rules. Pedestrians don’t have to “do” anything (in theory) to stay safe, especially if they remain in a pedestrian area (sidewalk, crosswalk, etc): others are supposed to watch out for their safety.

    How do bikes fit into this? Bicycles are not pedestrians, they are vehicles. Vehicles have to ACTIVELY watch out for their and others’ safety, and to move in a safe and predictable manner. It is not a passive safety like pedestrians are afforded. In a vehicular accident, either vehicle or both might be at fault, even if one or both of them is a bicycle.

    We have driver’s ed courses, which teach drivers how to ACTIVELY participate in the safety of themselves and others. Driving a bicycle is harder than driving a car, and yet we let people do it with no training at all. That is mainly because they’re endangering only their own life. But that should not deter bikers from seeking out the best training they can get and thinking seriously about their own safety. Having analyzed many deadly bicycle accidents, I have learned certain kinds of situations to avoid. And I have no doubt that lives could be saved with better biker training.

    I’ve seen my fair share of dangerous and aggressive drivers who put others’ lives at risk. These people should be prosecuted, even if they don’t cause injury. And I’m all for improved bicycle infrastructure that makes biking easier and safer (protected bike lanes in NYC have made a night-and-day difference). But I’m also always looking for ways to improve my defensive biking skills, in part by analyzing accidents. This is not blaming the victim, merely self-preservation.

    So, as they say in driver’s manual… stay away from busses, and anticipate that they might pull out from bus stops at unpredictable times.

  • Joe R.

    This is a really great post which I fully agree with. As a recreational rider who typically rides 200 days a year, I fully realize all the nuanced decisions I make in the course of a ride. Many of these are split second decisions not amenable to the type of Monday morning quarterbacking you see online after every bike accident. I’ll also admit to doing my fair share of such quarterbacking, although I might do so in a more general way. I won’t come out and say some rider has only themselves to blame for getting killed. Rather, I might look at the circumstances in which they were killed, and offer suggestions on how others might avoid falling victim under those circumstances. Bottom line is I wasn’t there, so I don’t know all the road conditions. Was there debris or a pothole which prevented giving the bus a wide berth? Was there oncoming traffic, or the possibility of oncoming traffic? As I said, there are so many nuanced decisions I make on the fly. On occasion I’ve avoided death or serious injury by inches-not because of any great decision making on my part, but rather due to sheer luck.

    What it comes down to is by engaging in smart, defensive riding where you anticipate everything, and leave yourself an “out” by assuming someone will do the most stupid thing at the worst possible time, you can minimize your chances of getting killed, but you certainly can’t eliminate them. Yes, I’ll continue to offer suggestions of how to ride in such a manner as to minimize risk, but I’ll never come out and blame a victim for his/her own demise. There are just too many variables on the road to say there’s always something a cyclist involved in a collision could have done to avoid it.

  • Joe R.

    In general I tend to move to the far left of the traffic lane when passing buses, even to the lane next to it if traffic allows. However, there are instances when road conditions or traffic prevents doing so. What to do in such a situation then? Three choices, none of which are really great. One, if you’re far enough behind the bus so there’s an intersection between you and the bus stop, you can use the curb cut at the corner to go onto the sidewalk, and then go back into the street at the nearest opportunity. I’ve done this when the sidewalk was empty or nearly empty. The downside is that you can get a ticket, and you have to slow down dramatically if the sidewalk is crowded. Two, stop behind the bus and wait until it pulls out. Downside-you face a possibly lengthy delay, you’re breathing bus exhaust, and you might get rear-ended if another bus pulls in. Three, pass the bus on the left as far away as practical. If you can’t keep pace with traffic, this might mean passing with inches to spare. Downside-when you’re this close to the bus, the driver can’t see you if he’s pulling out, so you better hope he doesn’t.

    Of all the choices, I’ll typically lean towards three because I’m a pretty fast rider and buses accelerate slowly. I figure if the bus starts pulling out right when I’m even with the back of it, or slightly past the back, I’ll brake sharply and just follow behind. If I’m about halfway between the front and back then I’ll be in the clear in about 7/10ths of a second at my normal riding speeds. Usually there’s that long of a delay between hearing the engine rev and the bus moving. In fact, hearing the engine rev is advance warning of the bus moving, so unless I’m nearly past it, I’ll slam on the brakes and follow behind the instant I hear the engine rev. I’ve done this many times, never had a problem. I’ve also done one and two a number of times.

    Remember all three of these procedures are really last resorts if you can’t pass a bus with a wide berth for whatever reason.

    On another note, NYC bus drivers are actually keenly aware of cyclists, at least when they can see you. I’ve often ridden up Union Turnpike late nights jockeying back and forth with buses as they pull into stops. I pass them, they pass me a few blocks later, I pass them next time they stop. They always give me a wide berth when they pass me. I do likewise. I also think they secretly enjoy the competition. Sometimes they beat me to city limits, other times I beat them.

  • Bobberooni

    We should definitely advocate for buses with the exhaust up high, rather than at street level. It makes a big difference if you’re on a bike.

  • Joe R.

    Agreed, although the CNG buses aren’t too bad to be behind at all. The diesel ones, yuck!

  • qrt145

    Just a minor point, but it’s not necessary to take driver’s ed to get a license. You only need to pass the test.

    I agree that many crashes could have been avoided if the victim had been more defensive. That doesn’t have anything to do with whose fault it was. I see plenty of live people doing stupid things on bikes every day, which makes it implausible that 100% the victims were very careful but misunderstood dporpentines.

  • Bobberooni

    There’s something I don’t get here. 125 St is a 4-lane road (plus two parking lanes). And the NY Post article says the bus was pulling out of a bus stop. But the picture shows the bus at least partially in the left lane. Why was the bus heading into the left lane at 1:25AM? The only thing I can think of is, it was moving around a double-parked vehicle. Maybe the white van showing through the bus windows?

  • Andrew
  • dporpentine

    I see plenty of live people doing stupid things on bikes every day, which makes it implausible that 100% the victims were very careful but misunderstood dporpentines.

    You’ve really hit on something here. Heaping baseless blame on how an individual human being acted in a highly specific situation–especially heaping blame on a person who is dead and cannot explain his decisions–is very, very reasonable, given that you have assessed other people’s behavior in other situations and judged that behavior to be stupid.

    I used to have this idea that maybe we should expect drivers to be held accountable for killing people on bikes. At least to the extent of maybe politely requesting an investigation into how they died and the motor vehicle operator’s own decisions. But now I know that we can skip all that. Someone else’s bad behavior always justifies scolding the dead for their stupidity.

    The status quo rocks!

  • qrt145

    I didn’t say anything about any specific case, and I’m all for proper investigations. What I’m not for is for this fantasy that the victim is (or was) always right.

  • sbauman

    A bit of armchair internet analysis can clear this point up.

    The Times article stated that the accident occurred between Powell Blv and Lenox Ave, while Mr. Santiago was travelling eastbound. The top picture in the Daily News article shows some of the stores on the south side of 125th. Google Maps with its StreetView and measurment features as well as its satellite view permits discovering where on 125th the picture was taken.

    Lining up the “Beauty Shop” sign @ 126 W 125th and the facade building to the right indicate that the bus is located approximately 395 ft from the Powell Blv curb. The StreetView also indicates there is a pedestrian neckdown at this location. This neckdown reduces the nominal width of 125th from 60 ft to 42 ft. There are only 2 lanes in each direction at this point.

    The neckdown is a trapezoid with bases of 117 (adjoining sidewalk) and 100 (road side) feet long. It starts moving out from the sidewalk 336 feet from the Powell Blv curb. It reaches the street 347 ft from the Powell Blv curb. It starts receding from the street at 444 ft from the Powell Blv curb. It returns to the sidewalk at 456 ft from the Powell Blv curb. (N.B. these measurements were taken using the ruler function on Google Maps.)

    The same Daily News photo also shows a white van parked in front of the bus. This van was parked in the neckdown which is why the bus was in the process of moving into the left lane when Mr. Santiago was hit.

    Parking in the neckdown portion reduces 125th to a two lane road. The obvious question is was the van parked legally. It appears to have been illegally parked. NYCDOT lists its parking signs on its website. The south side of W 125th between Powell Blv and Lenox Ave has two “No Standing Anytime (single arrow)” signs. The first is at 343 ft from the Powell Blv curb pointing east. The second is at 485 ft from the Powell Blv curb pointing west. This includes the entire length of the neckdown.

  • sbauman

    At this point we have only witnesses who were on the bus. The bus was in the process of changing lanes into the leftmost lane. This is the one that Mr. Santiago was using according to the NY Times article.

    People on the bus had a moving frame of reference. They would notice only the relative motion between the bus and Mr. Santiago. They would assume that they were standing still and that all the relative motion was due to Mr. Santiago. You may recall that Ptolemy made the same assumption, when he concluded that the sun revolved around the earth.

    There was a forward facing camera on the bus. I hope it was running and the video recovered. The video could be analyzed to show the absolute paths of both the bus and Mr. Santiago. That analysis is a little more difficult than simply looking at the video where Mr. Santiago appears. Hopefully there are also stationary surveillance videos available that would show the collision.

  • Bobberooni

    Thank you for this excellent analysis. My one question… by “parked in the neckdown”, do you mean that the van was parked in the rightmost travel lane, in an area where the neckdown eliminates the parking lane?

    This is a really important piece of information. If you’re on a bike, it is appropriate to take the left lane while passing a bus two lanes over at a bus stop. Santiago was doing absolutely the right thing. But I still want to learn SOMETHING from this. Maybe it is… one can never be too careful with busses. Especially articulated busses. I will work on being patient, and staying behind them.

    In a recent Streetsblog article, I suggested that neckdowns make life more dangerous for bikes. I was roundly rebuffed by people telling me that removing pavement was actually going to increase my safety. And now just a couple of days later, someone died in a dangerous situation caused in part by a neckdown. We can go on all we like about how the fault really rests on the owner of the white van. But still… before the neckdown was built, the white van would have parked in a “no parking” zone of the parking lane, and been towed — without creating hazards for a bus and taking a biker’s life.

    Absolutely tragic.

    I think there’s an underlying paradox here at Streetsblog. Busses and streetcars are hazardous to bikes. Especially streetcars. But Streetsblog advocates for more of all three. Improvements to pedestrian safety do not always equal improvements to bicycle safety. Why do I sense that bicycle infrastructure is often an afterthought, even in places with an entrenched culture of pedestrians / public transportation?

  • sbauman

    “by “parked in the neckdown”, do you mean that the van was parked in the
    rightmost travel lane, in an area where the neckdown eliminates the
    parking lane?”

    Yes. There are 4 lanes in the neckdown (two in each direction). The illegally parked white van force the bus from the right lane into the left lane.

  • Joe R.

    I’ve also frequently been critical of a lot of bike infrastructure for three reasons. One, it does indeed often seem like an afterthought. The city will decide to build bike infrastructure on streets which are already full of motor and pedestrian traffic. It’s great they’re thinking of bikes, but you can’t put 2 gallons of liquid in a one gallon jug. The end result is kludgy, suboptimal engineering. Two, often the new bike infrastructure is no safer than just riding in the street. Case in point-protected bike lanes. These work very well when you can put them in places where they’re infrequently interrupted by cross streets, such as PPW. They don’t work well on Manhattan Avenues, where they end up being sidewalk extensions. They also don’t offer any advantage at intersections, which is the place where most bike collisions occur. Three, and this is probably my biggest complaint-the city doesn’t even think about efficiency (i.e. speed). Little point shoehorning a cycle track in somewhere if the light timing results in average speeds no faster than walking (or slower). All this does is encourage law-breaking on the part of cyclists. If we’re going to bother putting cycling infrastructure on any street, then only do so on streets where it’s feasible to get rid of traffic signals and stop signs. As is common practice overseas, full stops are a tool which should be used very sparingly. That means cyclists shouldn’t have to stop more than once every kilometer or so in central business districts, and far less than that outside of central business districts. Good cycling infrastructure should allow average speeds equal to 80% or more of cruising speed. A 13 mph cyclist should average 10.5 mph or more on trips, a 20 mph cyclist should be able to average 16+ mph. If you’re going to average 4-5 mph on a bike, you might as well walk. Add in the time to park the bike, and it’s no faster than walking.

    So yes, you’re right that there’s a sort of paradox here. There is limited space on the streets. If we can’t find the political will to drastically reduce motor traffic so pedestrians/cyclists can operate optimally, then we have to find better ways to accommodate them, even if it means grade separation in places. For what it’s worth, from my standpoint a lot of pedestrian infrastruture in this city also seems like an afterthought. Now that jaywalking laws are being enforced, maybe people will realize signalized crossings aren’t such a great idea when they end up doubling or tripling walking times if you’re no longer free to cross against the light.

  • Bobberooni

    Joe, a lot of good points.

    I’ve had a lot of mixed feelings about protected bike lanes, but I’ve come to conclude that they’re better than the alternatives on Manhattan avenues. Before the protected bike lanes, I felt the one-way avenues were just too dangerous to bike. There’s nothing safe about a whole herd of automobiles passing you at 30mph, constantly jockeying with each other for position.

    I would certainly love to stop no more than once every km. But in Manhattan, I think that’s a pipe dream for any vehicle. Meanwhile, the protected avenue intersections are not so bad. Half the intersections have no (legal) turning traffic at all. And the other half, traffic comes from only two directions.

    I agree, pedestrians in the bike lane is a problem. But the bike lanes are still relatively new, and old habits take a while to change. A friend of mine stepped into the bike lane without looking, got hit, and was seriously injured. My hope is that as New Yorkers get used to the protected bike lanes, they will begin to recognize that these are traffic travel lanes, and give them the same respect they give to automobile lanes. Which admittedly, is not always absolute. In the meantime, I ride in the protected bike lanes with one hand on the brake and the other on the bell. (Bells are required by law in NYC; we should make use of them. I spent $20 on a big, loud brass bell).

    All in all, the protected bike lanes allow me to safely travel between 10-15mph much of the time, if I’m careful, and look out for peds, and make a lot of noise. That’s a lot better than most any other vehicle in Manhattan.

    Finally, I don’t think the argument that “we can’t bike 30mph” is a good one. We all know the lights are timed at 30mph. But most of the time, automobiles can’t go that speed either, and they get stuck inching forward through several light cycles. Why should we ask for a privilege that no one else gets?

    A better argument would be to ask for the light cycles to be slowed down to 20mph for multiple reasons: (a) part of the general 20mph speed limit push in Manhattan. Even if the speed limit is still 30mph, setting the light cycles at 20mph would be very effective (and possibly less red tape). (b) The argument that a 20mph light cycle could function better in Manhattan’s heavy traffic. (20mph is the speed at which a road’s capacity is maximized).

  • Joe R.

    Why should we ask for a privilege that no one else gets?

    Because it’s difficult for someone on a bike to stop and start repeatedly. That’s exactly why they lay out bike routes overseas with a minimum of stopping. I have no exact figures on averages, but I want to say based on myself that at most you can ask an average cyclist to stop about ten times in the course of a ride. Any more than this, and you risk muscle fatigue, leg cramps, even pulled muscles from a large part of the population. I’ve heard some people here say they’ll have to stop every other block on many of the protected lanes. That means anything more than a one mile trip starts to get problematic because you’ve already used up those ten stops. Motor vehicles don’t have this problem. They can start and stop as often as necessary.

    There are lots of ways to reach the goal of fewer stops. We can designate one or two Manhattan Avenues as bike boulevards. If we do so, we can narrow them to about 20 feet, remove all the traffic signals at minor cross streets (the minor cross street has a stop sign). That pretty much eliminates the need to stop except at major cross streets. Here we might just install overpasses (or underpasses if there’s nothing in the way underground) to let bikes go across the street without stopping. Incidentally, this scheme wouldn’t impact deliveries much. A delivery truck could just park on the nearest cross street to a delivery on the avenue. That puts them within half a block of where they need to deliver goods.

    A second way I’ve frequently mentioned is just grade separating bike lanes in more congested parts of the city. Yes, it’s costly, but it has other advantages. You can roof over the elevated lanes to allow all-weather cycling. If you run them over a sidewalk, you get a sidewalk sheltered from the weather as a bonus.

    20 mph light timing is a good idea also but be aware that this only works in a limited number of places, such as Manhattan Avenues. It’s difficult or impossible to get consistent light timing on most of the two-way arterials in the outer boroughs. You have an irregular grid of arterials. If you optimize light timing on one, it will severely affect light timing on another. I have other ideas for bikes though which might work here, such as passing under major intersections. You only need to go down about 7-8 feet to get bikes under an intersection. In the outer boroughs there usually isn’t as much in the way underground. With major intersections spaced at least ten blocks apart, you don’t need to install all that many underpasses to have miles of non-stop cycling.

  • Maggie

    To state the obvious, one of the horrible parts about figuring out what went wrong and led to Pedro Santiago’s death is: we’ll never get to hear his side of the story, since he isn’t around to tell us.

    He could’ve been doing everything right and yet a bus driver sped up and ran him over. As I carefully read the article, I can’t necessarily rule that out.

    125th street is also a notoriously dangerous, slow, and congested corridor for reasons that have a lot to do with tangled overlaps in city-state politics (see: why does the Triboro Bridge land at 125th Street in the first place?) and the reluctance of community boards to reallocate street space used for “important” parking.

    If we really can’t do better than to tsk-tsk the biker (ouch – hate this)… we could take a page from the all-purpose driver’s excuse of a medical episode. Perhaps Pedro Santiago suffered one…

  • Bobberooni

    We already figured out what happened (see elsewhere in comments). A white van was double-parked at a neckdown, but otherwise there was little traffic at 1:30AM. The biker was passing the bus in the left lane. The bus pulled around the van, probably not too slowly (because there was no traffic), and moved into the left lane where the biker was. Conclusion: neckdowns and double parking can both have serious consequences for bikes.

  • Maggie

    yes, I saw that – thanks Bobberooni. So much can get missed in the initial analysis and the quick conclusions of “dumb dead biker” (again – ouch – hate this), I think it’s important to push back and to add some context on 125th street. The political dynamics and dysfunction have been covered extensively here. As an example of how dangerous it is, an elderly man was struck and severely injured, down the block, this same week.

  • Bobberooni

    I rode the M60 bus on 125 St yesterday, watching carefully. And i noticed that the articulated busses, when pulling out of a bus stop, routinely go almost all the way over to the yellow line. They do this to avoid clipping the parked car right in front of the bus stop, even if no one is double parked.

    With this in mind, I can think of the following approaches to the situation:

    1. Get bikers off of 125 St. 126 St is already fine westbound; so all the needs to happen is some good work on contra-flow bike lanes on 124 St.

    2. Use double-decker busses instead of articulated buses, and train drivers to stay out of the left lane.

    3. Lengthen bus stops (remove parking), and train drivers to stay out of the left lane.

    4. If you’re riding a bike: avoid 125 St. If you don’t avoid it, be aware that articulated buses make wide turns out of bus stops, and don’t try to pass them. Add this to bike training and general awareness.

  • qrt145

    I agree that 125th St is a nightmare (hey, the Post can quote me on that!), but it’s sometimes hard to avoid due to Harlem’s topography. Let’s say you are on the Hudson greenway and have to go somewhere in central or East Harlem. The first exit going north on the greenway is 125th St, and the next real exit is maybe 145th (which is also not a very nice street). In between, there are no decent through streets due to the cliffs of St. Nicholas Park (or if they are, they only go westwards).

    I’ll keep in mind your observations about those buses. Don’t shoot me for this, but I think sometimes it’s safer to pass stopped buses on the right. Just go very slowly and yield to people getting on or off the bus.

  • Jonathan R


    Greenway, R on W 132, L on 12th Ave, R on W 133, R on Convent, L on W 128, at St Nick Terrace, go down the ramp-street, L on FDB, R on W 132 to points east. Enjoy!

    Or, Greenway, R on St Clair, bear left onto W 125, at Morningside Ave bear R onto Hancock Pl, R on Lenox, L on W 120, to points east.

    Bigger issue, 125th is a commercial street with plenty of reasonable bikeable destinations. Deserves bicycle lanes.

  • qrt145

    Thanks, I’ll try to remember! I’ve more or less used the second route you propose, but I’ve never tried the first one. There’s no denying that it’s not exactly intuitive when you are on the street…

    Another thing that makes 125th St otherwise tempting to cyclists is that it’s flat, of course. Which I guess is the reason why a major street is there in the first place.

  • Jonathan R

    Yes to both points!

  • Bobberooni

    126 St westbound is OK. To make 124 St Eastbound, we just need a contraflow bike for two short blocks near 5th Ave. I think it’s OK to bike 1 block away from 125 St, you can always cut over the 1 block for the things you need to access. Going further away (120 St), is less practical. (This is the design of the boulevards in Curitiba: a central artery full of busses, with adjoining roads for non-busses, in this case cars).

    Other than the 2 blocks on 124 St, we would need an EB protected bike lane on 125 St (essentially) from the river to the place where you can pick up 124St. That is entirely doable: (1) only an EB bike lane is needed, and (2) That part of 125 St is wider than others, it even includes a big yellow median of “empty space.”

  • Jonathan R

    I see. To go from Starbucks (201 W 125) to the
    Manhattanville Post Office (365 W 125), walk the bike to the corner of ACP
    & 125, cross ACP in the crosswalk, head north one block, then make a left
    turn onto W 126, then go two blocks to St Nick, turn left again, go one block,
    turn right on 125, stop in the bus lane, hop on the sidewalk, and park your


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