No More Excuses: Demand Safe Streets Before Another Life Is Lost

Ten community boards demand the city ban parking at corners. They want daylight at every intersection. They cite dead children and blind corners. City drags its feet. DOT promises 1,000 fixes a year. Boards say that’s not enough. Danger remains.

On March 6, 2024, ten New York City community boards endorsed a citywide ban on parking at intersections—a practice called daylighting. The boards urge the city to stop exempting itself from state law requiring no parking within 20 feet of crosswalks. The resolution follows fatal crashes involving children at poorly visible corners. The matter summary reads: 'Ten community boards representing nearly 1.5 million New Yorkers have voted to endorse a ban on parking at intersections (daylighting) to improve street safety.' Ken Coughlin of Community Board 7 said, 'You’re losing parking [that causes] serious injury and death—that’s pretty indefensible.' Carl Mahaney of StreetopiaUWS added, 'Improving the crosswalk experience really resonates with New Yorkers.' Despite support from Brooklyn and other borough officials, DOT Commissioner Ydanis Rodriguez hesitates, citing cost and limited data. DOT pledges to daylight 1,000 intersections yearly, but no full safety analysis exists. Boards and advocates say the city’s pace leaves vulnerable road users at risk.

• Ten Community Boards Back Parking Ban at Corners for Safety, Streetsblog NYC, Published 2024-03-06

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 Members Marte and Dinowitz push for covered bike parking in parks and city buildings. The bill demands weather-proof shelters and storage, aiming to meet the city’s cycling surge. Lawmakers want fewer cars, more bikes, and safer streets for all.

On February 29, 2024, Council Member Chris Marte introduced a bill in the New York City Council requiring covered bike parking in parks and city-owned buildings. The bill, co-sponsored by Council Member Eric Dinowitz, is under committee review. The legislation states, 'the city would have to install between one and five weather-proof enclosures with six to eight spaces apiece, depending on the size of the park.' Parks over 2.5 acres must have at least one shelter; parks over 250 acres need five. City buildings over 10,000 square feet, including public schools, must provide bike storage for workers and visitors. Marte said, 'If we want to get off the reliance of people commuting by car, we have to offer them alternative ways to get there.' The Parks Department and city agencies must report on implementation or explain impracticality. This bill targets safer, more accessible bike infrastructure for New Yorkers.

• Pols Want Covered Bike Parking at Parks, City Buildings, Streetsblog NYC, Published 2024-02-29

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

A 57-year-old woman suffered severe leg fractures after a sedan struck her at a Bronx intersection. The driver’s unsafe speed caused the collision despite the pedestrian crossing with the signal. The victim remained conscious but seriously injured.

According to the police report, a 57-year-old female pedestrian was crossing West 234 Street at an intersection with the signal when she was struck by a 2022 Subaru sedan traveling straight ahead. The collision occurred at 3:26 PM in the Bronx. The pedestrian suffered fractures and dislocations to her knee, lower leg, and foot, classified as serious injuries. The report cites the driver’s unsafe speed as a contributing factor to the crash. The pedestrian’s crossing with the signal is noted but not listed as a contributing factor. The vehicle showed no damage, indicating the impact was significant enough to injure the pedestrian without damaging the sedan. This crash highlights the dangers posed by speeding drivers to lawful pedestrians in city intersections.

• Motor Vehicle Collisions – CrashID 4702769 - Crashes, Persons, Vehicles , NYC Open Data, Accessed 2025-08-11

Senate passes S 2714. Bill pushes complete street design. Aim: safer roads for all. Pedestrians, cyclists, and riders get space. Car dominance challenged. Lawmakers move to cut street carnage.

Senate bill S 2714, titled 'Enables safe access to public roads for all users by utilizing complete street design principles,' advanced through committee and passed several Senate votes, most recently on March 27, 2024. Sponsored by Timothy M. Kennedy with support from Jake Ashby, Jamaal Bailey, and others, the bill mandates street designs that protect everyone—not just drivers. The measure saw strong support but faced opposition from some senators. By requiring complete street principles, S 2714 aims to reduce danger for pedestrians, cyclists, and transit users. The bill marks a shift away from car-first planning, forcing cities to build streets for people, not just traffic.

• File S 2714, Open States, Published 2024-02-13

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

A sedan making an improper turn struck another sedan traveling straight on West 228 Street in the Bronx. The turning driver, a 23-year-old woman, was injured and suffered shock. Both vehicles sustained front and rear quarter panel damage.

According to the police report, the crash occurred at 22:53 on West 228 Street in the Bronx. A 23-year-old female driver was making a U-turn when she collided with another sedan traveling northwest. The report cites "Turning Improperly" as the contributing factor for the crash. The turning vehicle impacted the center front end of the other sedan, which sustained damage to its left rear quarter panel. The injured driver was wearing a lap belt and was not ejected but suffered injuries classified as severity level 3 and was in shock. The report does not list any victim behaviors as contributing factors, focusing on the turning driver's error as the cause.

• Motor Vehicle Collisions – CrashID 4700431 - Crashes, Persons, Vehicles , NYC Open Data, Accessed 2025-08-11

Senate passes S 6808. The bill creates first responder safety zones. It sets speed limits in these zones. Lawmakers act after crashes and close calls. The vote is strong. The danger is real. The streets demand change.

Senate bill S 6808, titled 'Relates to establishing first responder safety zones and setting speed limits in such safety zones,' moved through committee and passed multiple Senate votes between May 2023 and March 2024. Primary sponsor John Mannion led the push, joined by Joseph P. Addabbo Jr., Iwen Chu, and Pamela Helming. The bill aims to carve out protected zones for first responders and lower speed limits in those areas. The measure passed with broad support, reflecting urgency after repeated crashes near emergency scenes. The bill’s text and votes show lawmakers responding to the deadly toll of reckless driving near first responders. Vulnerable road users—pedestrians, passengers, and responders—stand in harm’s way. The bill targets that risk.

• File S 6808, Open States, Published 2024-01-30

Albany weighs bills A5259 and S2812 to keep and expand red-light cameras past December. Assembly Member Dinowitz and Senator Gounardes push for more cameras. DOT data shows fewer violations and crashes. Advocates demand action. The cap leaves neighborhoods exposed. Lives hang in the balance.

Bills A5259 and S2812 face debate in the New York State legislature. If lawmakers fail to act, the city’s red-light cameras—now capped at 150 intersections—will shut off December 1, 2024. The matter, described as 'reauthorize and expand the city's red-light camera program,' is championed by Assembly Member Jeffrey Dinowitz and Senate co-sponsor Andrew Gounardes. Dinowitz, the sponsor, urges expansion, stating, 'We should have red-light cameras on every intersection.' Gounardes expects a review and expansion. DOT data backs them: violations and rear-end crashes have dropped at camera sites. Residents like Amy Bettys call the cap dangerous. Advocacy groups support the bills, though they are not a top priority. Dinowitz stresses automated enforcement is vital with limited police. The bills await committee action. Vulnerable road users face risk if the program lapses.

• Better Red Than Dead: Albany Takes Up Camera Reauthorization, Expansion, Streetsblog NYC, Published 2024-01-25