First Avenue Harassment, Talking Down to Pedestrians - and a Culture That Needs to Change

There could hardly have been a clearer illustration of what’s wrong with the culture of New York’s city streets. Two Saturdays ago, as I rode my bike up 1^st Avenue on the Upper East Side towards the Metropolitan Museum, I succeeded in shouting forcefully enough to get one turning driver to yield to me momentarily – as legally required – as I rode straight on through an intersection. But his brief slowing – more a result of confusion at my shouting, I think, than a genuine effort to let me through – enraged another driver waiting to turn.

“C’mon – let’s go!” he yelled out of his window at the driver who’d slowed, urging him, in effect, to drive over me.

 

Poorly-designed intersections and illegal maneouvres
by drivers: welcome to First Avenue

It’s the kind of incident I’ve noticed many times in recent weeks as I’ve been trying to understand the persistently high death toll on New York’s streets – particularly a dreadful spate of 12 pedestrian deaths between October 31 and November 11. It’s common to see drivers honk loudly at others who have correctly yielded to pedestrians in crosswalks. I’ve personally been on the receiving end of a fair amount of harassment from drivers who imagined they had a right to overtake me even in places where it was unsafe.

This impatience from city drivers shapes the atmosphere, making pedestrians and cyclists fearful and making the business of using the streets often miserable and stressful for everyone else. Many drivers, traffic planners and police officers seem to accept this aggressive driving culture as an almost charming symptom of the city’s general bustle and as unchangeable as the weather. They seem to regard anyone who breaks the formal law while acting within the limits of this accepted style of driving as essentially not culpable.

 

New York City pedestrians: their own worst
enemies, except for all the bigger, more
dangerous enemies.

The area’s political class are also worryingly oblivious to the nature of the problem. On November 10, Mike Simanowitz, a member of the New York State assembly, chose at a press conference organised by the New York Police Department’s 109th precinct to criticise pedestrians for creating the problems themselves. It was as if he was complaining about the timidity of his pet mice while doing nothing about the gang of unruly cats rampaging through his house.

“If you're crossing in the middle of the street, you're wrong, you're endangering yourself, you're endangering others, you're endangering drivers," Mr Simanowitz said.

He gave no explanation of how pedestrian behaviour might endanger drivers.

“Cross at the green, not in-between, and hopefully we will be able to reduce the number of traffic fatalities," he added.

There is, of course, something fundamentally nebulous about the claim that a set of observed behaviours adds up to a “culture”. I resist sweeping statements about how “bikers” as a whole behave or stereotypes about British people or white people or all the other various groups to which I belong.

Yet I was struck when visiting Los Angeles in mid-November at how differently the average driver behaved from his or her New York counterpart. Los Angeles drivers seem when yielding to pedestrians to stop the car well outside the crosswalk until the pedestrian is out of the way. Used to New York drivers’ constant harrying of pedestrians to hurry them out of crosswalks, I found their stopping at that point so freakish that I’d hesitate a little, wondering what was wrong.

LA drivers meanwhile had a tendency to creep forward into the crosswalk if anticipating they might be able to make a coveted right-turn on a red light (permitted when no pedestrians are crossing). Once clear of intersections, they would take off at horrendous speeds, encouraged by the city’s wide streets.

 

Traffic on Hollywood Boulevard: surprisingly accommodating
to basic standards of decency.

The contrasting patterns of behaviour reflect the two cities’ different road conditions. In New York, on Manhattan avenues and many other places, there can be 20 intersections every mile, with each controlled by traffic lights. In drivers, New Yorkers’ famed impatience expresses itself in a desperate desire to reach the next traffic light before it has been red for too long. Angelenos are famously more laid back – and they can make up for any delay at an intersection by speeding up on the long spaces between lights.

The moment one starts looking for the jostling for position in New York, however, it’s everywhere. If I position myself safely at the head of a line of traffic waiting at a red light, I will typically find the driver first in the line creeping up alongside me, putting me in precisely the proximity to him I was trying to avoid. Every morning, as I ride down Smith St in Brooklyn, I find drivers seeking to turn from side streets have turned half-way through the intersection, blocking the cycle lane and crosswalks, to reserve their rightful place in the street’s slow-moving traffic jam. Drivers are so desperate to get out of parking spaces and into the traffic that they seem truly to look at what's going on only once they're under way down the street.

These habits are far more than local foibles like New Yorkers’ tendency to be rude or fondness for street food. New York city bus drivers alone killed three pedestrians in November – two hit by drivers turning through crosswalks and another hit by a driver apparently speeding. The police appear to be attributing a crash on October 31 that killed Louis Perez, 64, Nyanna Aquil, 10, and Kristian Leka, 24, on a sidewalk in The Bronx to the driver’s “medical issue”. But, whatever happened immediately before the crash, the driver was driving a powerful Dodge Charger car at such a speed that it became airborne after hitting another car and landed on top of the victims. A read through Radio WNYC’s list of this year’s traffic fatalities – 228 at the time of writing – reveals a steady stream of people killed by drivers ignoring their right of way, driving too fast or mounting a sidewalk after crashes resulting from excessive speed.

 

125th St in Harlem: I see excessive speed and fast, risky
turns. But a New York assembly member sees this as a space
spoilt by pedestrians' recklessness.

There is a mountain of evidence about the costs and causes of the current traffic culture. While the number of traffic deaths to the end of November - 224 – was down on the 252 for the same period in 2014, only 127 people died in London – a slightly larger city with more motor traffic – in the whole of 2014. Research by Streetsblog, the campaigning website, shows that only around 7 or 8 per cent of crashes involving pedestrians in New York are labelled a result of an error by a pedestrian.

There's no denying that New York pedestrians and cyclists are also often in a hurry. I am frequently frustrated, for example, by pedestrians' rush to cross the street after cars have passed, without looking out for cyclists. I find it tempting to ride through traffic lights just as they're changing precisely because it means I can avoid jostling with drivers when the lights turn green again. When I run through lights a little later than I should, however, I find an even later car nearly invariably following me through. The behaviour of both pedestrians and cyclists is dictated mainly, it seems to me, by their desire to avoid crossing streets or moving away from lights at the same time that cars are doing so.

Mr Simanowitz’s comments are unusually revealing, meanwhile, about why politicians and the police persist in trying to berate pedestrians and cyclists into solving the problem rather than going after the real issue – driver behaviour. The patronising rhyme – “cross at the green, not in-between” – makes it clear that he regards pedestrians as irresponsible children in contrast to the grown-ups – the drivers – in the streets. I encountered similar reasoning myself recently when I got into a row with a driver who’d pulled out into my path and he quickly fell to insinuating that cycling was a children’s activity.

“You’re a grown-ass man on a push bike!” he yelled, incredulously, as if being an adult in charge of an elderly, collision-damaged Lexus SUV were inherently superior.

The sign says "slow zone"; the design says fast.
Which do you think motorists do?

The rhyme suggests that Mr Simanowitz’s thinking – and, I suspect, that of many other senior politicians – remains dominated by the facile road safety lessons given to children. Those are, typically, predicated on the idea that it’s children’s own job to keep themselves safe. They embrace none of the complexity that the statistics reveal – that most road traffic victims suffer from someone else’s negligence, not their own. It’s as if they were trying to solve the mice’s timidity by giving the mice lessons in strengthening their characters, not keeping the cats at a safe distance.

There’s little mystery about what it would take to alter the traffic culture. Many New York streets at present look designed precisely to encourage excess speed, not to discourage it. The sidewalks and cycle lanes are mostly add-ons that are sacrificed anywhere that cyclists or pedestrians might slow down or otherwise hamper traffic. Enforcement of traffic laws is haphazard and often directed at harassing cyclists and pedestrians, based on the same fundamental misunderstanding of road relationships that Mr Simanowitz betrayed.

London, which has made little concerted effort to address road safety and whose transport policies have many shortcomings, has far better figures largely by dint of having better road design, better places to cross the street and far more speed cameras.

But it’s hard to avoid the conclusion that the city as a whole for now takes the view of the people I encountered as I rode down MacDougal St in Greenwich Village on Thursday evening. They stepped out into the bike lane to hail a taxi which then, with considerable predictability, veered left into the bike lane cutting me off and forcing me to come abruptly to a halt.

They were superficially apologetic and sympathetic.

“Oh – that’s not right,” one of them said.

But the sympathy wore off in less time than it took me to ask the driver what he thought he was doing.

“Be on your way – we’re in a hurry,” the initially sympathetic man shouted at me, in the stilted tone of a character in a novel.

Then, as I accepted defeat and headed off towards Bleecker Street, he spoke for the city when he yelled after me: “Shit happens – get used to it!”

This blog is the first after a lengthy delay caused by the Invisible Visible Man’s efforts, among other things, to interest publishers and agents in the possibility of a book based on the blog. I apologise for the interruption.

The timing of future blogposts will depend on progress in the efforts to find a publisher. Anyone interested in taking me on as an agent or publisher is free to contact me at robert dot wright at ft dot com.

A Williamsburg tragedy, a century-old disaster - and why crashes don't reflect the law of averages

When I was a regular traveller on the West Coast Main Line, the UK’s busiest long-distance rail route, I would keep a careful lookout for the two loops of track either side of the line just north of the England-Scotland border. They marked, I would tell more or less interested travelling companions, the site of the UK’s worst-ever rail disaster.

A lesson in negligence: a carriage burns at Quintinshill.
Photo: Illustrated London News

On May 22, 1915, a mistake by signallers led a southbound troop train to collide at Quintinshill, in Dumfriesshire, with a stationary northbound local stopping train that had been shunted into its path. A northbound express train, which the local train had been moved aside to let pass, then collided with the wreckage. The crash and a fire on the troop train – whose carriages were wooden and lit by gas lamps – killed an estimated 226 people. The burning of the soldiers’ regimental roll in the fire means the death toll has never been precisely known.

The disaster has been in my mind the last few days because of a debate following a crash in Williamsburg, not far from where I currently live in Brooklyn. On Friday morning, a bus driver negotiating a corner apparently drove through a crosswalk as Jiahuan Xu, a 15-year-old girl, was crossing with the right of way. The bus hit her and trapped her leg, which she’s likely to lose. The driver has been charged under road safety legislation passed last year with hitting a pedestrian who had right of way in a crosswalk.

A New York City bus: this one isn't being badly driven -
but that doesn't mean it should be above the law

The incident is linked in my mind with the far more serious incident at Quintinshill because it was through reading about the rail disaster as a child that I first encountered the idea someone might face criminal charges for negligence at work. The Scottish courts in 1915 jailed both George Meakin and James Tinsley, the two signallers whose negligence led to the crash, for culpable homicide – manslaughter, in English legal terms, negligent homicide, in US parlance – and breach of duty.

I've been surprised, nearly 100 years on, to find that neither New York’s main transport union nor a group of city council members seems fully to support a principle to which I'd assumed pretty much everyone assented.

Last Thursday, the council members - Daneek Miller, Peter Koo and Donovan Richards – introduced an amendment to New York’s right-of-way legislation – introduced only last year - to exempt bus drivers. Reginald Prescott, another bus driver, in December became one of the first people charged under the law after he killed Jean Bonne-Annee with his bus in East Flatbush.

"Your choices behind the wheel matter": a message that,
100 years after Quintinshill, shouldn't need spelling out -
but clearly does.

Then, on Friday, John Samuelson, president of the Transport Workers’ Union Local 100, protested after the arrest of Francisco de Jesus, the driver who hit Jiahuan Xu, that his members had a difficult job and it was unreasonable to hold them accountable.

“To arrest an operator for an unintentional accident is really just absolutely outrageous, illogical and anti-worker,” Samuelson said.

Samuelson’s view probably reflects many people’s feelings about prosecutions for dangerous driving. In the UK, juries are notably reluctant to convict drivers – probably on the grounds that they feel just such an incident could easily befall them. In November, Cyrus Vance, district attorney for Manhattan, explained his failure to bring more than a handful of prosecutions over road deaths to their being “accidents,” not results of criminal negligence.

“What should be criminal and what shouldn’t be criminal is obviously subject to very subjective and emotional reactions,” Vance told Aaron Naparstek, a safe streets activist, at an event in November. 

A rescue locomotive prepares to haul a train at Crewe, on the
modern West Coast Main Line. Such operations are far more
safely performed nowadays, thanks to the lessons of past
disasters such as Quintinshill.

Nevertheless, the principle that negligence can be criminal seems to me pretty clear from the Quintinshill case. The mistakes started with an unacceptable piece of risk-taking. To save themselves a mile-and-a-half walk from Gretna, the nearest station, the signalmen would occasionally, when starting work at 6am, take a local train to Quintinshill and get out as it was being shunted out of the way of the express. Because the train arrived around 6.30am, whichever of the men had been working overnight would write down train movements after 6am on a scrap of paper. The new man would write them in the official logbook in his own handwriting, to disguise the late start.

On the morning of the disaster, the filling in of the logbook so distracted the men that they forgot to place locks on the appropriate signal levers to remind them the local train was blocking the main line and prevent their letting a train onto the track. They also neglected to warn the next signalbox north that the main line was obstructed. One of them, forgetting about the local train’s presence, then accepted from the next signal box north the southbound troop train, setting off the calamitous sequence of crashes.

Meakin and Tinsley must have safely accepted trains from neighbouring signalboxes hundreds of times. They had no more intention that morning of causing a catastrophe than any of Mr Samuelson's members ever does. It is certainly true that the Caledonian Railway could have fitted better safety equipment at Quintinshill. The fire would probably have been less serious if the carriages had not been wooden and gaslit. The fireman of the halted local train was meant to check the proper safeguards were in place but failed to do so. 

My bike in Prospect Park: I'm very unlikely to kill or main
someone else while riding it. But I recognise my moral
obligation to exercise due care.

Yet, even as an 11-year-old, I came to realise after some initial reluctance that the men’s attitude was so cavalier as to be criminally culpable. Tinsley was sentenced to three years’ hard labour in prison, while Meakin was sentenced to 18 months’ imprisonment. No mysterious force prompted the signallers to make their errors. They acted with casual disregard for their responsibility for the fates of the hundreds of people moving about on trains around them.

Bus drivers, thank goodness, have never unleashed a catastrophe on the scale of Quintinshill and are unlikely ever to do so. Few probably make a string of decisions as poor as those of the Quintinshill signal workers. But they have just as sure an obligation to move their buses only when it is safe to do so as James Tinsley had an obligation to accept a southbound train only if the track was clear. Although Nicole Gelinas, a transport expert, has since put a kinder construction on events, initial accounts suggested de Jesus was turning fast through the crosswalk when he struck Jiahuan.

It was no more inevitable that the bus would move through the crosswalk that than that someone at Quintinshill would ring the bell to tell the neighbouring signalbox to allow the troop train to proceed. His union insists that de Jesus had a good safety record. That may well be true – but I on my bicycle, drivers in their motor vehicles and anyone whose actions could harm another has a responsibility to exercise reasonable care every single time.

Bus drivers in New York City have difficult, complicated jobs. But it is symptomatic of many drivers’ faulty assessment of the causes of street dangers that John Samuelson, president of Transport Workers’ Union Local 100, complains the police aren’t getting pedestrians out of his members’ way. That assessment flies in the face of the multiple pieces of research that show drivers cause the big majority of crashes between motor vehicles and pedestrians and cyclists, not the other way round.

The outcome of a driver's negligence in Inwood - or, if you're a
member of Transport Workers' Union Local 100, a
statistical inevitability

"They navigate incredibly difficult streets loaded with pedestrians, and they do this without any enforcement on the pedestrian end of things,” Samuelsen told the New York Times.

Another union representative, JP Patafio, portrayed bus drivers as nearly helpless victims of circumstance on the roads. That view is hard to square with the fact that, according to Transportation Alternatives, the pressure group, eight of the nine pedestrians who died under New York City buses last year were hit when in crosswalks, crossing with the light.

“We drive for a living on the busiest streets in America,” Patafio told the New York Daily News. “The law of averages has it we’re going to get into an accident.”

This is not, of course, to say that transport workers are automatically to blame whenever there is a crash. The High Court in Edinburgh acquitted George Hutchinson, fireman of the local train at Quintinshill, of culpable homicide and breach of duty on the grounds that he bore relatively little of the blame for the incident. Bus drivers are frequently involved in crashes for which they’re not responsible. Perhaps, as Nicole Gelinas suggests, de Jesus will be acquitted. Drivers should expect public sympathy and gratitude after being involved in incidents they did not cause, not blame.

There are also many different degrees of negligence - and it may well be that de Jesus, if he was negligent, was guilty of only a momentary lapse. Negligence, meanwhile, lies at the lower end of a scale of motor vehicle misuse that runs from inattention, to recklessness and can stray into acts most people would regard as terrorism.

But it is a piece of the purest cynicism – reminiscent of that of Ray Kelly, the former NYPD commissioner, who suggested “accidents” were inevitable – to suggest crashes are an immutable fact of life. The evidence from everywhere that has made a systematic effort to improve transport safety is that dramatic improvements have been possible. On the UK railways, for example, there has been only one passenger fatality in an incident caused by the rail system since 2002. The UK’s speed camera programme and other improvements helped sharply to reduce the number of road deaths before politicians grew nervous of continuing with it. Scores more people in the UK are leading productive lives and enjoying their families’ company than would be doing so if rail safety regulators or local authorities had shrugged and accepted the “law of averages”.

A sign seeking to improve safety on a road in The Wirral,
north-west England - defying the inevitable,
if one's Ray Kelly or a TWU leader

It also makes a mockery of the conscientious efforts of careful bus drivers, rail workers and ordinary citizens who act safely to pretend that the actions of the negligent are inevitable.

The highest stakes, after all, are not those that confronted Meakin and Tinsley – who both went on to live until after the second world war – or de Jesus, whose right-of-way charge carries only a $250 fine. They are those confronting the passengers, pedestrians and others whose bodies are at risk of mangling beneath or inside negligently-operated trains, cars and buses.

The consequences can be out of all proportion to the sometimes momentary negligence responsible. At Quintinshill, the soldiers of the Royal Scots, trapped in the wreckage and burning alive, are said to have begged their officers to shoot them to ensure a less painful death. On the street in Williamsburg, meanwhile, Jiahuan Xu grasped the hand of her father who came to comfort her and spoke to him in Chinese.

“She grabbed my hand and said, ‘Dad I felt pieces of my ripped up leg,’” her father, Jingxiang Xu, told CBS News.