Still Counting Corpses: Who Will Make District 31 Streets Safe?

Council passed a law forcing DOT to install stop signs or signals at every school intersection. Pols slammed DOT for dragging its feet and hiding behind federal rules. Parents and boards want action, not excuses. Kids cross streets. Cars kill.

""What I've learned is that even when they deny you, keep coming back."" -- Donovan J. Richards

On March 16, 2022, the City Council passed a school zone traffic safety law. The bill, introduced by Inez Barron, requires the Department of Transportation to install traffic control devices at every intersection next to a school by September 30, 2024. Council Member Justin Brannan, representing District 47, called the law a 'no-brainer,' saying, 'Some of our biggest victories have been getting a traffic signal installed near a busy intersection near a school – that shouldn't be some huge colossal victory.' The law aims to bypass restrictive federal guidelines that block safety fixes. Council members and residents blasted DOT for slow, arbitrary action and years of denied requests, sometimes only reversed after tragedy. The Adams administration promises to redesign 1,000 more intersections, but families and advocates demand faster, decisive protection for children.

• New Law May Make School Zones Safer — But Why Does DOT Act So Slowly, Pols Ask, streetsblog.org, Published 2022-03-16

Councilmember Brooks-Powers called out deadly streets in Southeast Queens. She demanded safe roads and good transit for every neighborhood, not just the rich. She vowed to center equity, listen to the unheard, and fix danger where it hits hardest.

On March 8, 2022, Council Transportation and Infrastructure Committee Chair Selvena Brooks-Powers made a public statement on transportation equity. She declared, 'Equity in transportation means addressing the needs of neighborhoods that have suffered from long and dangerous commutes after decades of under-investment.' Brooks-Powers, representing Southeast Queens, highlighted high rates of pedestrian and motorist danger in her district. She pledged to shift the city's focus from transit-rich areas to those left behind, stressing the need for accessible streets, protection for children, and investment in minority and women-owned businesses. Brooks-Powers opposed enforcement-heavy approaches, promising instead to prioritize improvements and community input. Her leadership signals a push to measure DOT success by safety and access for all, especially the most vulnerable.

• Council Transportation Chair: Street Safety, Good Transit, City Funding — It’s All About Equity, Streetsblog NYC, Published 2022-03-08

Advocates and Councilmember Restler rallied for faster buses. They called out slow speeds, illegal driving, and lack of city action. Bus riders, mostly working-class and people of color, remain stranded. City promises more bus lanes, but plans lag. Riders wait.

On February 28, 2022, Councilmember Lincoln Restler (District 33) joined transit advocates at a rally demanding urgent improvements to New York City's bus system. The event, covered by amny.com, highlighted the Bus Turnaround coalition's renewed push for dedicated busways, more bus lanes, and increased funding. Restler said, 'We need a real busway on Jay Street,' citing rampant illegal driving and slow service. The rally criticized City Hall for ambitious targets but no concrete plans. DOT Commissioner Ydanis Rodriguez promised 150 new miles of bus lanes, but advocates noted delays and lack of enforcement. The recommendations aim to speed up buses for vulnerable riders—working-class, immigrant, and communities of color—who rely on slow, unreliable service. The rally underscored the urgent need for action to protect and prioritize those most at risk on city streets.

• Transit advocates call on Adams, Hochul to speed up NYC buses, amny.com, Published 2022-02-28

DOT starts to harden bike lanes, but the 100-day pledge is broken. Only 5.5 miles get upgrades now. The rest will wait until late 2023. Advocates and officials praise the move but slam the slow pace. Cyclists remain exposed.

On February 18, 2022, the Department of Transportation announced a delay in its plan to bolster protected bike lanes. The Adams administration had promised to harden 20 miles of bike lanes within its first 100 days. Now, DOT says the work will finish by the end of 2023. The first phase covers just 5.5 miles in Manhattan and Queens. DOT Commissioner Rodriguez said, “We have an actionable, concrete plan to protect cyclists and we are going to deliver on this work to keep our lanes clear.” Queens Borough President Donovan Richards praised the upgrades, calling for safe biking citywide. Community Board 3’s Michelle Kuppersmith highlighted the need for political will. Still, the delay leaves vulnerable road users at risk, as the city also postponed pedestrian space on the Queensboro Bridge. The slow rollout means danger lingers for cyclists and walkers.

• Bike Lane Bolstering Begins — But it Won’t Be Done in 100 Days, As Promised, Streetsblog NYC, Published 2022-02-18

Speed cameras do not target Black or Brown neighborhoods. City data proves it. But wide, dangerous roads run through these communities. Tickets pile up. So do injuries. Cameras catch speeders, but bad design breeds violence. Leaders demand street fixes, not just enforcement.

""Cameras don't discriminate. Either you're speeding or you're not. This data certainly proves what we've been saying all along,"" -- Donovan J. Richards

This Streetsblog NYC analysis, published February 14, 2022, reviews New York’s speed and red light camera programs. The report finds, “New York City's speed cameras are evenly distributed and not disproportionately concentrated in low-income communities of color.” Queens Borough President Donovan Richards says, “Cameras don't discriminate.” Marco Conner DiAquoi of Transportation Alternatives adds, “We don’t see any correlation between the demographics of a zip code and the number of speeding violations there.” Council Member Gale Brewer calls for more red light cameras. Wilfredo Florentino, Brooklyn Community Board 5, says, “Just placing cameras ain't gonna cut it.” The analysis shows that dangerous, wide arterials in communities of color drive up traffic violence. Advocates and officials agree: automated enforcement helps, but only street redesigns will end the bloodshed. The Department of Transportation still withholds exact camera locations.

• Analysis: New York’s Speed Cameras Aren’t Racist — But the City’s Road Design Is, Streetsblog NYC, Published 2022-02-14

Speed cameras do not target Black or Brown neighborhoods. Data shows crashes drop where cameras go. But unsafe roads remain. Leaders demand more cameras and street redesigns. Council Member Adrienne Adams backs calls for action. Cameras alone cannot stop traffic violence.

""Cameras don't discriminate. Either you're speeding or you're not. This data certainly proves what we've been saying all along,"" -- Donovan J. Richards

On February 14, 2022, Council Member Adrienne Adams (District 28) was mentioned in a Streetsblog analysis titled, "New York’s Speed Cameras Aren’t Racist — But the City’s Road Design Is." The report, not tied to a specific bill, reviewed automated enforcement and street design. It found speed cameras are evenly distributed and reduce crashes, but dangerous road design still puts lives at risk. Adams and other leaders called for more cameras and urgent street redesigns, echoing the article’s summary: 'Cameras have led to fewer crashes, injuries, and fatalities, but high numbers of tickets in some neighborhoods are attributed to unsafe road design, not camera placement.' Community voices stressed that automated enforcement helps, but cannot replace permanent fixes to deadly streets. The Department of Transportation’s lack of transparency on camera locations remains a concern. Adams and others demand systemic change to protect vulnerable New Yorkers.

• Analysis: New York’s Speed Cameras Aren’t Racist — But the City’s Road Design Is, streetsblog.org, Published 2022-02-14

A 10-year-old girl died. An SUV jumped the curb in Far Rockaway. The driver sped from a parking lot, struck the child and a woman. No arrest. Leaders condemned the crash. They blamed unsafe exits, lax enforcement, and city neglect. Calls for urgent change rose.

On February 10, 2022, a driver in an SUV killed a 10-year-old girl and injured a woman on a Queens sidewalk after speeding out of a grocery store parking lot. The incident, described as 'another child on a sidewalk in Far Rockaway,' drew swift condemnation. Queens Borough President Donovan Richards called the crash a wake-up call, saying, 'There is nothing more imperative than street safety.' Council Member Selvena Brooks-Powers, chair of the Transportation Committee, called the deaths 'senseless' and blamed years of underinvestment and neglect. She pledged to work with Mayor Adams to address transportation inequities and ensure safer streets. The crash highlighted the danger of parking lot exits that funnel cars onto sidewalks and the rise in pedestrian deaths involving SUVs. Advocates demanded proven solutions to slow drivers and protect vulnerable road users.

• Reckless SUV Driver Kills Another Child on a Sidewalk in Far Rockaway, Streetsblog NYC, Published 2022-02-10

A Mazda SUV hit a 10-year-old girl standing off Beach Channel Drive. The impact crushed her. She died on the spot. Another pedestrian suffered a broken leg. The driver, a permit holder, was inexperienced. Metal met flesh. The child never reached safety.

A 10-year-old girl was killed and another pedestrian was injured when a Mazda SUV struck them on Beach Channel Drive. According to the police report, the girl stood off the road when the SUV, driven by a permit holder, hit her head-on. She suffered crush injuries and died where she stood. Another pedestrian sustained a fractured leg. The driver, a 35-year-old woman, was listed as inexperienced. The police report cites 'Driver Inexperience' as a contributing factor. The child was not in the roadway and never reached the curb. No other contributing factors were listed.

• Motor Vehicle Collisions – CrashID 4501630 - Crashes, Persons, Vehicles , NYC Open Data, Accessed 2025-08-06

Vision Zero failed in 2021. Two hundred seventy-three people died on New York streets. Hit-and-runs soared. SUVs killed more. Brooklyn bled most. Leaders promise fixes. Streets remain deadly. Urgency fills the air. Vulnerable lives hang in the balance.

A final analysis released January 26, 2022, revealed 2021 as the deadliest year in the eight-year history of New York City's Vision Zero initiative, with 273 road deaths—a 32 percent jump from 2018. The Transportation Committee, chaired by Selvena Brooks-Powers, faces mounting pressure. The matter summary states: 'A final analysis of 2021 crash statistics revealed that it was the deadliest year in the eight-year history of New York City's Vision Zero initiative.' Transportation Alternatives demanded urgent action: reclaiming street space from cars, redesigning intersections, upgrading bike lanes, and more. Mayor Adams and DOT Commissioner Rodriguez pledged intersection redesigns and stronger bike lanes, but no changes have rolled out. Brooks-Powers called every death 'an avoidable tragedy' and vowed to push for safer streets. The city stands at a crossroads. Vulnerable road users pay the price for delay.

• NUMBER CRUNCH: Inside the Deadliest Year in Vision Zero History, Streetsblog NYC, Published 2022-01-26

Selvena Brooks-Powers takes the helm of the Council’s Transportation Committee. She pledges to tackle traffic violence and congestion. Her district lacks bike lanes and Citi Bike docks. She supports more ferries, bus lanes, and open streets. Advocates watch closely.

On January 20, 2022, Selvena Brooks-Powers became chair of the City Council’s Transportation and Infrastructure Committee. She represents District 31 in southeast Queens, an area with limited transit and high car use. The committee oversees key street safety and mobility issues. Brooks-Powers said, 'Historically in New York City in particular, the transportation system has had many barriers for communities that live in transportation deserts from reaching economic opportunity.' She supports expanding protected bike lanes, bus lanes, open streets, and ferry access, but has mixed views on dedicated bus lanes due to local bottlenecks. Brooks-Powers plans to consult with colleagues, advocates, and experts in her first 100 days to address traffic violence and congestion. Advocates are optimistic, citing her record fighting for communities and workers. No formal safety analyst assessment was provided.

• Meet the Council’s Transportation Committee Chair: Selvena Brooks-Powers, Streetsblog NYC, Published 2022-01-20