Luck Runs Out Fast: Streets Bleed Until We Demand Better

DOT will shift the Second Avenue bus lane away from the curb. NYPD cars blocked buses. The new lane runs 24/7. Cyclists get a wider path. Pedestrians get refuge islands. Community Board 6 backed the plan. DOT promises faster, safer commutes.

On March 4, 2024, the Department of Transportation announced a major change for Second Avenue. The plan, presented to Manhattan Community Board 6's Transportation Committee, moves the rush-hour bus lane one lane off the curb, where NYPD and other cars often blocked buses. The bus lane will now run 24/7, not just during rush hours. DOT will widen the bike lane from six to up to ten feet in places. DOT Commissioner Ydanis Rodriguez said the project will 'make commutes faster' and 'better protect the increasing number of cyclists,' putting 'people first on Manhattan’s avenues.' The committee unanimously approved the plan. Pedestrians will get new concrete refuge islands. DOT aims to finish the work in spring 2024.

• To Combat NYPD Lawlessness, DOT Will Move Second Ave. Bus Lane, Streetsblog NYC, Published 2024-03-04

The city opened its first public e-bike charging station in Cooper Square. The pilot targets safer lithium-ion battery charging for delivery workers. One hundred riders get free, FDNY-reviewed charging. More sites are planned. Progress on e-bike safety lags behind car infrastructure.

On March 1, 2024, the Department of Transportation launched a six-month pilot for public e-bike charging, as part of the 'Charge Safe Ride Safe Action Plan.' The pilot, announced by Mayor Adams, opened its first station in Cooper Square. The matter summary states the pilot 'aims to improve the safety of recharging lithium-ion batteries and counter the demonization of e-bikes.' Mayor Adams led the announcement, stating, 'delivery workers should be able to count on the city for fair pay and safer jobs.' DOT Commissioner Ydanis Rodriguez said, 'We’re going to be working to address any area where we can make an improvement.' Three companies—Swobbee, Popwheels, and Swiftmile—operate the FDNY-reviewed stations. The pilot brings 102 charging points, slightly more than the city’s first round of electric car chargers. Plans for more locations are in motion, but e-bike infrastructure still trails behind car-focused projects.

• DOT Debuts Public E-bike Charging for Deliveristas, Streetsblog NYC, Published 2024-03-01

DOT opened its first public e-bike charging station in Cooper Square. The six-month pilot gives 100 delivery workers safe, outdoor battery charging. Three companies run FDNY-reviewed stations. More sites will open soon. City lags on e-bike infrastructure, but pushes forward.

On March 1, 2024, NYC DOT launched a public e-bike charging pilot for delivery workers. The pilot, part of the 'Charge Safe Ride Safe Action Plan,' opened its first station in Cooper Square. The program, highlighted by Council Member Lincoln Restler (District 33), offers 102 charging points for 100 delivery workers, many of them immigrants, at no cost. Three companies—Swobbee, Popwheels, and Swiftmile—operate the FDNY-reviewed stations. The official summary states the pilot 'aims to improve the safety of recharging lithium-ion batteries and counter the demonization of e-bikes.' Mayor Adams said, 'This pilot program ... will give delivery workers the ability to access safe, accessible, outdoor battery-charging that will undoubtedly save lives.' The city faces delays and pushback on e-bike infrastructure, with faster progress for electric cars. DOT Commissioner Ydanis Rodriguez said, 'We’re going to be working to address any area where we can make an improvement.'

• DOT Debuts Public E-bike Charging for Deliveristas, streetsblog.org, Published 2024-03-01

Council Member Bottcher slammed city agencies for slow action on electrified Citi Bike docks. Riders face dead batteries, empty docks, and mounting frustration. The city promised a pilot last year. Still, the streets wait. The delay leaves e-bike users stranded.

On February 29, 2024, Council Member Erik Bottcher called out the Department of Transportation and Con Edison for failing to deliver electrified Citi Bike docks in his Manhattan district. The electrified dock pilot, meant to launch late last year, is months behind schedule. Bottcher wrote, 'I urge the Department of Transportation and Con Edison to expedite the electrification of [Citi Bike] stations for the purpose of charging the pedal-assist bikes.' Council Member Lincoln Restler of Greenpoint echoed the demand, calling the project 'an exciting opportunity' for better reliability. DOT claims to be working on it; ConEd says their role is limited. The delay leaves e-bike riders without charged bikes, as workers must swap batteries by hand. The new Lyft contract will double e-bikes, making efficient charging urgent. No formal safety analysis was provided, but the lack of charged bikes keeps vulnerable riders off the street and in harm's way.

• Manhattan Pol Upset at Delayed Rollout of Electrified Citi Bike Docks, Streetsblog NYC, Published 2024-02-29

Council targets fake and expired plates. Bill sets fines. Ten-day grace for expired tags. Crackdown aims at cars that dodge law and endanger streets. Committee on Public Safety holds the measure.

Int 0177-2024 sits in the Committee on Public Safety after introduction on February 28, 2024. The bill, titled 'A Local Law to amend the administrative code...prohibiting the operation of a motor vehicle with fraudulent or expired license plates,' makes it illegal to drive with fake or expired plates, including temporary ones. Civil penalties apply, but drivers with expired plates get a 10-day cure period. Council Member Selvena N. Brooks-Powers leads as primary sponsor, joined by Feliz, Salamanca, Powers, Restler, Won, Brewer, Schulman, Ung, Marte, Hudson, Avilés, De La Rosa, and the Brooklyn Borough President. The bill targets drivers who hide behind illegal plates, a tactic often linked to hit-and-runs and reckless driving.

• File Int 0177-2024, NYC Council – Legistar, Published 2024-02-28

Council bill orders speed humps on roads beside parks over one acre. DOT can skip spots if safety or rules demand. Law aims to slow cars where families walk, run, and play.

Int 0262-2024 sits with the Committee on Transportation and Infrastructure after introduction on February 28, 2024. The bill reads: “requiring the installation of speed humps on roadways adjacent to any park equal or greater than one acre.” Lincoln Restler leads as primary sponsor, joined by eighteen co-sponsors. The Department of Transportation must install speed humps unless the commissioner finds a risk to safety or a conflict with DOT guidelines. The law would take effect 180 days after passage. The measure targets streets where parks meet traffic, aiming to slow cars and shield people outside vehicles.

• File Int 0262-2024, NYC Council – Legistar, Published 2024-02-28

DOT missed legal targets for protected lanes. Council mostly silent. Mayor cut funds. Projects stalled. Streets stay deadly. Vulnerable New Yorkers left exposed. Leadership absent. Promises broken. Change delayed. The city’s most fragile pay the price.

On February 28, 2024, the conflict between the City Council and Department of Transportation over the Streets Master Plan erupted. The DOT failed to meet 2023’s legal benchmarks: just 5.2 miles of protected bus lanes built out of 30 required, and 32 miles of protected bike lanes out of 50 mandated by 2019 law. Council Member Chi Ossé (District 36) was mentioned, but only six of 51 council members responded to DOT’s call for safety project suggestions. The matter centers on the DOT’s report and council inaction: 'Out of 51 City Council members, only six responded to a request from DOT Commissioner Ydanis Rodriguez for recommended locations where street safety improvements should be made in their districts.' Mayor Adams slashed DOT’s budget and weakened projects, while council leaders deflected responsibility. Advocates like Jon Orcutt and Elizabeth Adams demanded decisive action, warning that delays and excuses cost lives. More than half of New Yorkers remain far from protected bike lanes as daily cycling surges. The city’s vulnerable road users remain at risk while officials pass the buck.

• Divorce NY Style: The Council and DOT Have Moved to Splitsville, streetsblog.org, Published 2024-02-28

Council and DOT are at war. Bike lanes stall. Bus lanes stall. Six of 51 council members respond to DOT’s call for safety ideas. Most ignore it. Mayor Adams shrugs off legal mandates. Projects stall. Streets stay dangerous. Vulnerable road users pay.

On February 28, 2024, the New York City Council and Department of Transportation (DOT) faced off over street safety project implementation. The matter, described as a conflict over 'the implementation of street safety improvements, particularly protected bike lanes and bus lanes,' exposes deep rifts. DOT Commissioner Ydanis Rodriguez asked council members for input; only six of 51 replied. Council Member Gale Brewer cited ignored past outreach. Joe Borelli dismissed bike lanes and DOT’s efforts. Speaker Adrienne Adams and Transportation Chair Selvena Brooks-Powers insisted the agency, not lawmakers, must pick locations. The city is failing to meet legal benchmarks for new lanes. Mayor Adams has sidelined mandates for community feedback. Advocates blame both the council and mayor for delays, missed projects, and rising danger. Decisive leadership is missing. The city’s legal obligations for street safety remain unmet.

• Divorce NY Style: The Council and DOT Have Moved to Splitsville, Streetsblog NYC, Published 2024-02-28

DOT missed legal targets for bike and bus lanes. Only 58.2 miles of bike lanes and 9.6 miles of bus lanes built. Council and advocates slam the agency. Vulnerable road users left exposed. The law demands more. DOT promises effort, not results.

On February 26, 2024, the Department of Transportation released its status report on the NYC Streets Plan, a law passed in 2019. The plan required 80 miles of protected bike lanes and 50 miles of protected bus lanes in the first two years of the Adams administration. DOT delivered only 58.2 miles of bike lanes (72%) and 9.6 miles of bus lanes (19%). Only 68 of 1,000 bus stop upgrades were completed. Transportation Committee Chair Selvena Brooks-Powers said, "The Streets Plan is the law, and the Department of Transportation is still failing to fulfill its legal obligations." DOT Commissioner Ydanis Rodriguez called the benchmarks "aggressive" but promised to keep trying. Mayor Adams has refused to be bound by the law’s targets. Riders Alliance demanded a real plan for bus lanes. The city’s failure leaves pedestrians, cyclists, and bus riders at risk.

• DOT Spins Bus- and Bike-Lane Failure as ‘Streets Plan’ Success, Streetsblog NYC, Published 2024-02-26

Councilwoman Brooks-Powers, head of the Transportation Committee, backs speed cameras and safer streets. Her family car racked up 25 tickets in 16 months—20 for speeding near schools. Critics call her actions hypocritical. Advocates say public trust and lives are at stake.

On February 17, 2024, Councilwoman Selvena N. Brooks-Powers (District 31), chair of the City Council’s Transportation Committee, came under fire after media reports revealed her family car received 25 traffic tickets in 16 months, including 20 for speeding near schools. The controversy centers on officials’ personal compliance with traffic laws while publicly supporting measures like speed cameras and congestion pricing. Brooks-Powers, who has promoted speed cameras and legislation to reward reporting hit-and-run drivers, claims her husband was responsible for the violations and that she has not used the car in over a year. Councilman Robert Holden called her a 'hypocrite,' while safe streets advocate Adam White stressed, 'Public officials and their families need to abide by speed cameras and red lights... people’s lives are at risk.' The incident highlights the gap between public safety advocacy and personal conduct, raising questions about accountability and public trust.

• NYC transportation bigwigs rack up speeding tickets, traffic violations while backing anti-car agenda, congestion pricing, nypost.com, Published 2024-02-17

Mayor Adams wants $56 million to shift Kimlau Square plaza across Bowery. No public design. No traffic study. Council Member Marte demands safety for elders. DOT says safety comes first. Community input promised. Chaotic intersection, but few recent crashes.

Mayor Adams has revived a Bloomberg-era plan to redesign Kimlau Square, a busy six-way intersection in Chinatown. The proposal, announced February 12, 2024, would move the plaza from the east to the west side of Bowery at a cost of $56 million. No public design exists yet, and the Department of Transportation (DOT) has not conducted a traffic study. Community outreach is set to begin. Council Member Chris Marte (D-Chinatown) stressed, 'It’s super dangerous to cycle, to walk, and with a rapidly growing aging population, it’s always scary to see aging people walk there with cars.' Marte noted the redesign could reduce traffic confusion. DOT Commissioner Ydanis Rodriguez said, 'Improving safety in this area is going to be one of the top priorities.' Despite the intersection’s chaos, city data shows few recent crashes. The city promises to include community suggestions as the process unfolds.

• So Why Does Mayor Adams Want to Spend $56M to Move a Chinatown Plaza Across the Street?, Streetsblog NYC, Published 2024-02-12

Three new mid-block crossings now cut through Atlantic Avenue’s deadly stretch. Fresh paint and signals stand where drivers once sped unchecked. The city acts after a fatal crash, but danger lingers on blocks left untouched. Council calls for more.

On February 6, 2024, the Department of Transportation announced three new mid-block pedestrian crossings on Atlantic Avenue in downtown Brooklyn. The project, supported by Council Member Lincoln Restler, follows a deadly crash that killed a 31-year-old woman. DOT crews installed crossings between Bond and Nevins, Hoyt and Bond, and Smith and Hoyt streets. The official matter summary states: 'Freshly painted crosswalks and new traffic signals will help slow down drivers and encourage more foot traffic and safe crossings.' Commissioner Ydanis Rodriguez called the crossings vital for safety. Restler applauded the move but demanded further action, especially near the site of the fatal crash. He said, 'Mid-block crossings are a critical step in making this dangerous corridor safer.' The new measures do not cover all danger zones. Atlantic Avenue remains a threat for pedestrians.

• Eyes on the Street: DOT Rolls Out Three New Mid-Block Crossings on Atlantic Avenue, Streetsblog NYC, Published 2024-02-06

Three new mid-block crossings now cut across Atlantic Avenue. Signals, ramps, and paint force drivers to slow. Pedestrians gain a fighting chance on Brooklyn’s deadliest stretch. Local leaders push for more. The city’s hand finally moves after years of blood.

On February 5, 2024, Council Member Lincoln Restler announced new mid-block pedestrian crossings on Atlantic Avenue, Brooklyn’s so-called 'Boulevard of Death.' The crossings, between Nevins and Bond, Bond and Hoyt, and Hoyt and Smith streets, add crosswalks, traffic lights, and ramps. Restler said, 'These new mid-block crossings will create a greater sense of safety and community for Boerum Hill.' The Department of Transportation acted after Restler and others demanded change following the death of Katherine Harris, killed by a speeding driver. DOT’s study found hundreds of people crossing mid-block every weekend. Commissioner Ydanis Rodriguez called the project a way to 'enhance safety by better managing traffic.' Assembly Member Jo Anne Simon called the improvements 'a great step forward.' The city has finished installing signals and is completing ramps and crosswalks. Leaders want more: curb extensions, redesigned crossings, and further traffic calming. Atlantic Avenue remains a battleground for the city’s most vulnerable.

• New mid-block crossings on Atlantic Avenue aim to slow cars, increase pedestrian safety on ‘Boulevard of Death’, brooklynpaper.com, Published 2024-02-05

Concrete barriers on Park Avenue bike lanes promised safety. Drivers ignored them. Cars block both ends. Cyclists forced into traffic. Police rarely ticket. Council stalls on citizen reporting. The city’s fix failed. Cyclists pay the price.

On January 12, 2024, Streetsblog NYC reported on the failure of new concrete barriers meant to protect bike lanes on Park Avenue in the Bronx. The Department of Transportation, led by Commissioner Ydanis Rodriguez, installed these barriers in fall 2023, aiming to 'harden' bike lanes in a borough with few safe cycling routes. Cyclists like Joseph Rienti say the barriers are better than nothing, but drivers now park at both ends, forcing riders into car traffic. Rienti urges better design or enforcement, not removal. Police enforcement is almost nonexistent: less than 2 percent of 76,000 complaints led to tickets. City Council, including Transportation Committee Chair Selvena Brooks-Powers, has not advanced a bill allowing citizen reporting of blocked lanes, despite majority support. DOT spokeswoman Mona Bruno promises to work with police, but for now, the barriers fail to protect vulnerable cyclists.

• Barriers Fail To Keep Drivers From Blocking Bronx Bike Lanes, Streetsblog NYC, Published 2024-01-12

City finished the Livingston Street busway. Two-way bus lanes now run where cars once clogged. Concrete islands keep buses moving. Councilmember Restler says the era of endless traffic is over. Riders get speed. Streets get order. Danger shifts.

On January 10, 2024, the city completed a new busway on Livingston Street in Brooklyn. The project, not tied to a specific bill number, was led by the Department of Transportation and praised by Councilmember Lincoln Restler (District 33). The redesign turned a congested, two-way street into a one-way westbound corridor with two directions of physically-separated, dedicated bus lanes. DOT Commissioner Ydanis Rodriguez said the project 'transformed what was a congested, double-parked corridor into two-way fully protected and dedicated bus lanes.' Restler declared, 'Those days are over with the new Livingston Busway!' The project aims to speed up service for 50,000 daily riders and keep cars out of bus lanes with concrete boarding islands. While the article notes ongoing issues with illegal parking and citywide delays, the Livingston Street busway stands as a rare win for bus riders and vulnerable street users.

• City completes ‘transformative’ new busway on Brooklyn’s Livingston Street, amny.com, Published 2024-01-10

A city meeting on curb space in the Upper West Side erupted. Residents, fueled by rumors, demanded parking rights. City officials denied plans to remove all parking. The DOT sought input for safer, smarter curb use. Tension filled the room. No consensus reached.

On January 9, 2024, the Department of Transportation (DOT) hosted a public meeting on the Upper West Side to discuss the 'Smart Curbs' pilot program. The event, held at a W. 84th Street school, was the first outreach for a study on curb management. The DOT described the meeting as a chance to 'help craft a proposal' and denied any plan to eliminate all parking. Commissioner Ydanis Rodriguez said, 'We wanted to start here, in this pilot project, listening from the community on how we reimagine the community.' Residents, spurred by misinformation, confronted officials and voiced fears over losing parking. Some, like Andy Rosenthal, supported loading zones. Others, like activist Andrew Fine, rejected the process outright. The meeting highlighted deep divides over curb use, but also the urgent need to address double parking and blocked bike lanes that endanger pedestrians and cyclists.

• Upper West Side Meeting on Curb Space Management Turns Into Heated Dispute, Streetsblog NYC, Published 2024-01-09

Advocates fought City Hall all year. They demanded safer streets for cyclists, walkers, and bus riders. Bureaucrats stalled. Politicians caved. Still, activists won scraps—bike lanes, traffic calming, wage gains for delivery workers. The fight for vulnerable road users never stopped. The city resisted. Advocates pushed back.

This advocacy campaign, highlighted in the December 27, 2023 Streetsblog NYC article, reviews the relentless push by New York City activists for safer streets. The piece, titled '2023 in Review: Who is the Activist of the Year?', details how groups like Make McGuinness Safe, Worker's Justice Project, Riders Alliance, and Astoria's r/MicromobilityNYC subredditors challenged City Hall's pro-car inertia. Despite setbacks—canceled bus lanes, watered-down bike projects—advocates secured protected bike lanes, traffic calming, and a minimum wage for delivery workers. Council members and city officials often opposed or delayed these measures, but activists, including Bronwyn Breitner and Ligia Guallpa, kept pressure on. The article underscores that every gain for vulnerable road users came from organized, persistent advocacy, not government initiative.

• 2023 in Review: Who is the Activist of the Year?, Streetsblog NYC, Published 2023-12-27

Advocates fought City Hall’s pro-car moves all year. Bus lanes were canceled. Bike lanes were scaled back. Council Member Oswald Feliz sided with powerful interests to block Fordham Road’s busway. Riders Alliance called the mayor’s transit policy a betrayal.

The 2023 review, published December 27, spotlights fierce advocacy for safer streets and better transit. The article details how Council Member Oswald Feliz (District 15) joined U.S. Rep. Adriano Espaillat to oppose the Fordham Road busway, leading Mayor Adams to cancel the project. The matter title asks, 'Who is the Activist of the Year?' and highlights setbacks: 'City Hall canceled bus lanes, scaled back bike lanes and stalled open streets.' Feliz’s opposition helped powerful interests defeat the busway, leaving only more enforcement cameras. Riders Alliance, once supportive of the mayor, revoked his 'bus mayor' title, calling his administration’s transit policy 'a betrayal.' The piece underscores how advocates, not politicians, drove progress for vulnerable road users, even as official actions fell short.

• 2023 in Review: Who is the Activist of the Year?, streetsblog.org, Published 2023-12-27

Third Avenue’s new bike lane cuts through 37 blocks. Two car lanes become space for bikes and buses. But cars still rule the street. Advocates call it a start, not a finish. Pedestrians, cyclists, and bus riders remain boxed in by traffic and steel.

On December 8, 2023, the city unveiled a redesign of Third Avenue, repurposing two of seven lanes for a protected bike lane and an offset bus lane. The project, led by DOT Commissioner Ydanis Rodriguez, was described as 'transformative' and aimed at safety for all users. The official summary states: 'The city's redesign of Third Avenue adds a wide protected bike lane and an offset bus lane over 37 blocks.' Despite these changes, advocates and local politicians criticized the plan for leaving three moving lanes and two parking lanes for cars, calling for more sidewalk space and loading zones. The redesign ends at 96th Street, where the old, car-focused layout returns. Advocates say the city must 'aim higher' to truly protect vulnerable road users.

• Third Ave. ‘Complete Street’ Adds Wide Bike Lane, But Still Keeps Too Much Space for Cars, Streetsblog NYC, Published 2023-12-08

Paint and signs do not stop cars. At NYC intersections, daylighting zones without barriers become illegal parking lots. City vehicles ignore the rules. Pedestrians lose ground. Advocates demand real protection—bike racks, boulders, planters. Paint alone is empty promise. Lives remain at risk.

This report covers the ongoing debate over New York City’s daylighting policy, highlighted in a December 5, 2023 Streetsblog NYC article. Mayor Adams pledged to clear parking near 1,000 intersections yearly to improve visibility and reduce crashes. The Department of Transportation, led by Commissioner Ydanis Rodriguez, told the City Council that daylighting 'must be implemented with physical infrastructure in the newly opened space to prevent vehicles from turning more quickly.' Advocacy Director Jon Orcutt of Bike New York dismissed paint-only solutions: 'If it’s just paint in 2023, forget about it.' The article documents rampant illegal parking in painted daylighting zones, often by city vehicles. Advocates argue that only physical barriers—bike racks, boulders, planters—can keep cars out and protect pedestrians. Without them, daylighting is a hollow gesture. The city’s current approach leaves vulnerable road users exposed.

• Eyes on the Street: ‘Daylighting’ NYC Intersections Needs More Than Paint and Signs, Streetsblog NYC, Published 2023-12-05