Notorious Central Park Drive redesign blamed for higher danger, locals say
Six-mile loop redesigned to expand pedestrian and cyclist space has drawn criticism as crashes rise and officials defend the plan.
Since June, Central Park Drive has seen 25 reported crashes along the six-mile loop, with one fatal e-bike collision involving a pedestrian, raising alarms among park users and community groups. The redesign, unveiled in June, replaced prior mixed-use lanes with a single two-way pedestrian lane and two new one-way bike lanes intended to separate walkers and riders more clearly. Critics say the changes, paired with fewer walk signals and shifting signage, have created a chaotic mix of pedestrian and vehicle traffic, including e-bikes, pedicabs and horse-drawn carriages, competing for space on a roadway that remains heavily used by deliveries and commuters.
Noting the disruptions, park-goers described the stretch as a gauntlet. “Crossing any street in Central Park is like running the gauntlet, the lights don’t matter,” said Lester Gottesman, a 73-year-old surgeon who spoke to The New York Post along West Drive at the park’s southern edge. Witnesses described near-misses as cyclists dart between lanes and pedestrians, with e-bikes and other electric vehicles weaving through a crowded corridor. The Post also reported a skull injury from an e-scooter incident on a recent Friday.
City Hall officials defended the project as an ongoing effort to make the loop safer and more accessible for both pedestrians and riders. A Department of Transportation representative said the redesign followed a study and public feedback, emphasizing clearer separation between pedestrian and cyclist space and a commitment to adjust as needed. The department noted that enforcement of the drive’s 20 mph speed limit falls to the NYPD, though critics argue that police presence is limited given the park’s size at 843 acres.
In tour of the area, observers said the redesign has not reduced the sense of danger. A City Hall spokesperson said the department is actively monitoring the project and will implement changes to improve flow and safety. The NYPD’s role, the agency added, includes enforcing speed limits and addressing traffic violations to curb reckless behavior on the drive.
A conservancy representative said the plan aims to prioritize pedestrian safety while also accommodating cyclists and lawful e-mobility options, adding that everyone should feel safe walking, jogging or riding in the park. Still, the NY E-Vehicle Safety Alliance contends the changes remove essential walk signals, a move they describe as unlawful and potentially discriminatory for older or disabled pedestrians who rely on crosswalk indicators. Janet Schroeder, the alliance’s president, said the removal of pedestrian walk signals undermines accessibility and safety. “What they’re doing is against all ADA regulations,” Schroeder said.
Park-goers and the horse-carriage community remain divided. Christina Hansen, a carriage operator and union spokesperson, described the scene as a “highway” during peak hours, with carriage horses, cyclists and delivery workers sharing the road. City Hall rejected the union’s characterization as scapegoating workers and pointed to video evidence of dangerous incidents to support concerns about speed and crossing behavior. The union, for its part, contends the redesign was created without sufficient consideration of the carriage trade’s needs and safety.
Officials acknowledged that enforcement and compliance remain evolving. A conservancy representative reiterated that the project seeks to reduce conflicts between walkers and riders and to slow high-speed e-vehicles, but cautioned that speed remains a concern. While the redesign is intended to bring order to the drive, critics argue that the changes have instead shifted risk to pedestrians, especially those who are older or visually impaired. The conservancy added that ambulances, police vehicles and service trucks must navigate the same space, complicating emergency access on a busy urban loop.
Since June, 25 crashes have been recorded on CrashMapper for the Central Park Drives, a sharp rise compared with 12 crashes in the same period in 2024, when there were no fatalities. The fatalities and near-misses have intensified debate about whether the design successfully balances safety with the park’s recreational and commercial uses. Some critics say the redesign should include more explicit crosswalk signaling and better separation between pedestrians and high-speed bikes, while supporters emphasize ongoing adjustments to reduce conflicts and improve accessibility for all users.
The Central Park Conservancy noted that the redesign stems from a plan developed after a study last fall that urged enhanced pedestrian safety and clearer space divisions for cyclists and other e-mobility options. The conservancy underscored its commitment to safety and to working with the city and law enforcement to enforce existing rules. The NYPD, for its part, said it would continue monitoring the area and enforcing the drive’s 20 mph limit, while noting that patrol resources must balance safety with enforcement across the park’s expansive grounds.
As the city continues to study and adjust the project, park officials stress that the goal remains the same: to reimagine a beloved public space as a safer, more functional place for walking, jogging, riding and carriage travel. Critics will likely continue to push for changes they say are necessary to protect vulnerable users, while supporters will point to the need for steady enforcement and calibration as traffic patterns evolve. The debate over Central Park Drive will likely persist as officials review data, monitor incidents, and consider further design tweaks to address ongoing concerns about speed, visibility and accessibility.
