Inwood Burns While Leaders Stall: Deadly Streets, Broken Promises

A new protected bike lane will run 1.5 miles on Bedford Avenue. Barriers will shield cyclists from traffic. Pedestrian islands and medians will slow cars. The city moves after years of crashes, deaths, and delays. Ossé calls it overdue. Work starts now.

On September 11, 2024, Council Member Chi Ossé (District 36) and the Department of Transportation announced a protected bike lane for Bedford Avenue. The project, not a council bill but a city action, follows years of advocacy and delay. The DOT will convert a painted, often-blocked bike lane between Dean Street and Flushing Avenue into a protected corridor. The official summary states: 'The addition of a parking-protected bike lane on Bedford Avenue will create a critical cycling link...while making the road safer for everyone.' Ossé, who previously criticized DOT delays, said, 'This project is a win for everyone.' The lane will address a Vision Zero Priority Corridor with five pedestrian deaths and nearly 400 crashes since 2019. New medians, pedestrian islands, and traffic-calming measures will target deadly intersections. Advocates call it critical safety infrastructure, the first of its kind in the district.

• Protected bike lanes are coming to Bedford Avenue, brooklynpaper.com, Published 2024-09-11

Council ends jaywalking penalties. Pedestrians now cross anywhere, any time. No summons. Law strips drivers of excuses. Streets shift. Power tilts to people on foot.

Int 0346-2024, now enacted, rewrites New York’s pedestrian rules. The bill, heard by the Committee on Transportation and Infrastructure, passed on September 26, 2024, and became law on October 26, 2024. Its title: “A Local Law to amend the administrative code of the city of New York, in relation to pedestrian crossing guidelines and right of way.” Sponsored by Council Member Tiffany Cabán and co-sponsored by Narcisse, Won, Hanif, Hudson, and Restler, the law lets pedestrians cross streets anywhere, even against signals. No more tickets for crossing outside crosswalks. The Department of Transportation must educate all street users on new rights and responsibilities. The law removes a tool police used to target walkers. It shifts blame from people on foot to the system and those behind the wheel.

• File Int 0346-2024, NYC Council – Legistar, Published 2024-09-10

A protected bike lane will soon run on Bedford Avenue, replacing paint with concrete and flex-posts. Five pedestrians died here since 2020. The new lane shields cyclists from traffic, narrows crossings for walkers, and marks a hard-won step for safety advocates.

On September 10, 2024, the Department of Transportation announced the installation of a protected bike lane on Bedford Avenue, a Vision Zero priority corridor. The project, first proposed in spring 2023, will run northbound from Dean Street to Flushing Avenue. DOT Commissioner Ydanis Rodriguez said, "The addition of a parking-protected bike lane on Bedford Avenue will create a critical cycling link in an area where bicycle ridership is booming, while making the road safer for everyone." City Council Member Chi Oss, who criticized delays, now calls the project "a win for everyone." The plan uses concrete barriers, flex-posts, and painted pedestrian islands to shield vulnerable users. Since 2020, five pedestrians have died on this stretch. The project responds to years of advocacy and high crash rates, aiming to protect walkers and cyclists in a busy, dangerous corridor.

• Wow, The Bedford Avenue Protected Bike Lane Is Really Happening, Streetsblog NYC, Published 2024-09-10

Federal grant sends $12 million to New York City. The money will build a single crash database. Multiple agencies will share data. AI will analyze patterns. City officials say this will save lives. Advocates have demanded this for years. The city finally acts.

On September 6, 2024, the U.S. Department of Transportation awarded New York City $12 million for post-crash data integration. The grant funds a new database merging crash findings from police, ambulance, hospitals, DMV, and DOT. The city will use AI to analyze patterns and improve safety. DOT Commissioner Ydanis Rodriguez praised the grant, saying, 'This grant will help us save lives by better harnessing new advances in AI technology and more comprehensively analyzing crashes.' $2.4 million will equip city fleet vehicles with 360-degree cameras and AI. Street safety advocates have long called for this comprehensive, public health approach. The city’s Health Department has not updated serious injury or fatality data since 2017, but this grant aims to change that by integrating data across agencies and improving outcomes for vulnerable road users.

• Huge Grant: Feds Send City $12M to Improve Post-Crash Analyses, Streetsblog NYC, Published 2024-09-06

Another school year. No stop-arm cameras. City Council passed the law years ago. Mayor Adams stalls. Children cross streets. Drivers ignore bus signs. Other cities act. New York waits. Danger lingers at the curb. Twelve kids dead this year. No change.

The City Council authorized automated school bus stop-arm cameras nearly three years ago, with then-Council Member Ydanis Rodriguez sponsoring the law. The measure aimed to catch drivers who ignore bus stop signs, fining them up to $300 per violation. Despite the law, New York City has not implemented the cameras. A six-month pilot on 30 buses ended without public results. Mayor Adams has delayed action, with City Hall offering no timeline. Other New York counties have issued thousands of violations and seen drops in illegal passing. Advocates like Alexa Sledge of Transportation Alternatives call the cameras 'essential' to protect children, noting twelve have died in traffic this year. The city’s inaction leaves kids exposed while other jurisdictions move ahead.

• City School Year to Start Without Promised Bus Stop Cameras, Streetsblog NYC, Published 2024-09-03

New York will close 71 streets to cars outside schools this fall. The city adds more car-free zones for kids. Streets once deadly will now be safer for walking, play, and learning. The move targets neighborhoods hit hardest by crashes.

""Through our Open Streets program, we have created a new framework to give this space back to our school children to safely learn, develop new skills, and make pick-ups and drop-offs much easier for parents and guardians."" -- Ydanis A. Rodriguez

On August 29, 2024, the Department of Transportation announced a record 71 school streets will close to cars this fall. The expansion, not tied to a specific council bill, builds on the Open Streets program, made permanent in 2021. DOT Commissioner Ydanis Rodríguez said, 'We have created a new framework to give this space back to our school children.' Councilwoman Vickie Paladino celebrated the new open street at PS 129, calling it a win for safe pick-up, drop-off, and play. Funding comes from the Public Space Equity Program, with $30 million focused on under-resourced areas. Street Lab will provide programming and street furniture. The program responds to past investigations showing higher crash and injury rates outside schools, especially in poorer neighborhoods. The city will directly fund management and operations starting in 2025, aiming to make these safety gains permanent.

• More Safe School Streets Coming To NYC This Fall, Streetsblog NYC, Published 2024-08-29

City plans to widen Park Avenue medians north of Grand Central. Officials promise greenery and safety. No commitment yet on protected bike lanes. Advocates push for cycling space. Public input will follow. The corridor remains dangerous for riders and walkers.

On August 27, 2024, the city announced a plan to redesign and widen Park Avenue medians between 46th and 57th Streets. The project, not yet assigned a bill number, is led by Transportation Commissioner Ydanis Rodriguez. The plan aims to make Park Avenue 'greener, safer and more welcoming,' but leaves out key details: 'All ideas are welcome,' Rodriguez said, refusing to commit to a protected bike lane. Rep. Jerry Nadler voiced support for sustainable transit, including Citi Bike. Advocates like Jon Orcutt highlighted the lack of bike lanes in the area, calling for urgent action. The Request for Proposals is open for four weeks to women and minority-owned firms, with public input to follow. The absence of a protected bike lane keeps vulnerable road users at risk.

• City Will Put the ‘Park’ Back in Park Ave., But Details (Bike Lane? Road Diet?) Are Left Out, Streetsblog NYC, Published 2024-08-27

DOT delays Fourth Avenue’s ‘Great Street’ project, pushing Phase I to August 2025. Cyclists face erased bike lanes and forced merges with traffic. Community demands safety, but DOT waives protections. Illegal parking chokes lanes. Promised upgrades stall. Danger lingers.

The Fourth Avenue ‘Great Street’ capital project, first announced in 2017, faces another setback. The Department of Transportation (DOT) told Community Board 7 that Phase I, meant to bolster medians and add plantings, will now finish in August 2025—over a year late. Phase II, which would add concrete to painted bike zones, won’t start until 2026. DOT erased protected bike lanes during construction, forcing cyclists into traffic. DOT Commissioner Ydanis Rodriguez admitted waiving Local Law 124, which requires temporary bike lanes, citing traffic concerns. Community Board 7, led by Katherine Walsh, called out DOT’s failure to address illegal parking and equity. Advocates like Jon Orcutt and John Tomac condemned the agency’s logic and lack of safety measures. Despite the $60-million Vision Zero promise, Brooklyn’s vulnerable road users remain exposed as the city delays real protection.

• Brooklyn’s Fourth Ave. ‘Great Street’ Delayed … Again, Streetsblog NYC, Published 2024-08-16

MTA leaders blasted the city for killing Fordham Road bus lane upgrades. Paint and ticket blitzes failed. Bus speeds barely moved. Riders remain stuck in traffic. Cars clog lanes. Promised fixes scrapped. Advocates demand real action. The city stalls. Riders suffer.

On August 16, 2024, MTA officials sent a scathing letter to DOT Commissioner Ydanis Rodriguez, criticizing the city’s decision to abandon plans to upgrade Fordham Road’s curbside bus lanes to offset bus lanes. The letter, signed by outgoing NYCT President Richard Davey and interim successor Demetrius Crichlow, called the city’s paint-and-enforcement approach a 'total bust.' The MTA cited new data showing bus speeds increased just 2–4 percent since October 2022—far below the 15 percent target. The matter summary reads: 'The Fordham Road project enjoys widespread support from transit advocacy groups, and Fordham Road bus riders, who have been enduring slow service for decades.' Council involvement is not specified, but the MTA’s letter and Riders Alliance’s Danny Pearlstein both demand stronger measures. The city’s inaction leaves Bronx bus riders stranded in slow traffic, with vulnerable road users paying the price for political compromise.

• FOIL’D: MTA Leadership Assailed DOT for Failing to Boost Fordham Road Bus Speeds, Streetsblog NYC, Published 2024-08-16

City law now forces DOT to reveal where bikes and scooters go. Streets and bridges, protected or not. Data goes public. Riders’ movement, danger, and safety projects laid bare. No more hiding the facts.

Int 0745-2024, now enacted, came through the Committee on Transportation and Infrastructure. It was introduced April 11, 2024, and passed on August 15, 2024. The law orders the Department of Transportation to post current bicycle and micromobility ridership data online, updated monthly or at least yearly. The matter summary reads: 'requiring the department of transportation to provide information about bicycle and other micromobility device activity.' Council Member Selvena N. Brooks-Powers led as primary sponsor, joined by Farías, Restler, Hudson, Schulman, and others. The law demands transparency on where riders travel and what DOT does to keep them safe. This opens the books on bike movement and exposes gaps in protection.

• File Int 0745-2024, NYC Council – Legistar, Published 2024-08-15

City law now forces DOT to reveal where bikes and scooters go. Streets and bridges, protected or not. Data goes public. Riders’ movement, danger, and safety projects laid bare. No more hiding the facts.

Int 0745-2024, now enacted, came through the Committee on Transportation and Infrastructure. It was introduced April 11, 2024, and passed on August 15, 2024. The law orders the Department of Transportation to post current bicycle and micromobility ridership data online, updated monthly or at least yearly. The matter summary reads: 'requiring the department of transportation to provide information about bicycle and other micromobility device activity.' Council Member Selvena N. Brooks-Powers led as primary sponsor, joined by Farías, Restler, Hudson, Schulman, and others. The law demands transparency on where riders travel and what DOT does to keep them safe. This opens the books on bike movement and exposes gaps in protection.

• File Int 0745-2024, NYC Council – Legistar, Published 2024-08-15

Two sedans collided on West 207 Street. The rear car struck the front car. A 39-year-old woman suffered back injuries and shock. Police cited driver inattention. Both cars showed heavy damage.

According to the police report, two sedans crashed on West 207 Street in Manhattan at 4:00 p.m. The rear sedan hit the center back end of the front sedan. The 39-year-old female driver of the rear car was injured, suffering back pain and shock. Police listed driver inattention and failure to yield as contributing factors. The front car was slowing or stopping when struck. Both vehicles sustained damage from the impact. No victim actions were cited as contributing factors.

• Motor Vehicle Collisions – CrashID 4749275 - Crashes, Persons, Vehicles , NYC Open Data, Accessed 2025-08-05

Adams and the Council cut roadside dining to a sliver. Outdoor tables now fill just 0.09 percent of parking spots. Most sheds will vanish. The city’s car-first streets return. Small businesses and advocates call the rollback a loss for public space.

On August 5, 2024, the Adams administration finalized its new outdoor dining policy, shrinking the pandemic-era program. The city now allows roadside dining only from April to November, with just 1,315 restaurants applying for street setups. Another 1,277 sought year-round sidewalk cafes. The matter, described as a 'massive scaleback,' drew criticism from advocates and business owners. Jackson Chabot of Open Plans said, 'It’s mind boggling that New York City is actually regressing back to more car-centered streets.' Restaurateurs like Charlotta Janssen and Robert Sanfiz warned that new seasonal rules and costly storage will force many to abandon outdoor dining. DOT Commissioner Ydanis Rodriguez called the program 'the largest and best in America,' but critics say the city missed a chance to reclaim space from cars and support vulnerable road users.

• SPLAT: Adams Administration’s Squeeze on Roadside Dining is Complete, Streetsblog NYC, Published 2024-08-05

City Council and Mayor Adams cut outdoor dining. Only 1,300 restaurants applied—down from 12,500 at the pandemic’s peak. New rules force seasonal setups, tough for small owners. Roadway dining nearly vanishes. Public space returns to cars. Advocates call it a missed chance.

On July 30, 2024, New York City’s outdoor dining program faced a sharp drop. Only 1,300 restaurants applied for permits, compared to 12,500 during the pandemic. The City Council and Mayor Adams changed the law, allowing roadway dining only seasonally. Eateries must set up each March and tear down by December, a heavy lift for small businesses. The Department of Transportation, led by Commissioner Ydanis Rodriguez, issued a 'last call' for applications. Rodriguez said, 'Outdoor dining enriches our communities, and we're excited to make it a permanent feature of New York City streets.' Yet, only 23 roadway setups are pending approval. Advocates like Jackson Chabot of Open Plans argue the city should allow year-round use, calling the decline a missed opportunity for public space and safety. The new design rules—no roofs or sides—leave some owners feeling exposed and unsafe. The city’s move shifts space back to cars, shrinking safe zones for pedestrians and diners.

• About 1,300 Restaurants Apply For Outdoor Dining — 90% Drop From Pandemic’s Height, Streetsblog NYC, Published 2024-07-30

Atlantic Avenue gets a lifeline. New mid-block crossings, concrete islands, and curb extensions aim to slow cars and protect people. Local leaders call it overdue. For years, crashes haunted this corridor. Now, the city moves to put people before traffic.

On July 26, 2024, Council Member Lincoln Restler announced major street safety upgrades for Atlantic Avenue in District 33. The project, led by NYC DOT, brings mid-block crossings, concrete pedestrian islands, curb enhancements, and split-phase signals to one of Brooklyn’s deadliest corridors. The matter, titled 'Atlantic Avenue upgrade: Locals celebrate major safety fixes coming to dangerous corridor,' highlights years of advocacy after repeated crashes. Restler, who has long pushed for these changes, praised the progress: 'Atlantic Avenue has been extremely dangerous my whole life. I'm excited by the progress we're making in partnership with DOT to expand mid-block crossings and other smart interventions to slow down cars and advance safety in our community.' The announcement follows a deadly crash last spring and is part of the city’s Vision Zero push. Local officials and advocates say these changes mark a crucial step in ending the street’s legacy of danger and death.

• Atlantic Avenue upgrade: Locals celebrate major safety fixes coming to dangerous corridor, brooklynpaper.com, Published 2024-07-26

A 70-year-old man suffered a severe head injury after an e-scooter struck him on Academy Street in Manhattan. The driver’s inattention and failure to yield right-of-way caused the collision, leaving the pedestrian unconscious with a concussion.

According to the police report, the crash occurred at 18:05 on Academy Street, Manhattan. A 70-year-old male pedestrian was injured when an e-scooter traveling southeast struck him. The pedestrian was not in the roadway at the time but sustained a serious head injury resulting in unconsciousness and a concussion. The report cites driver errors including "Driver Inattention/Distraction" and "Failure to Yield Right-of-Way" as contributing factors. The e-scooter was carrying two occupants and was moving straight ahead before the collision. The report does not attribute any contributing factors to the pedestrian. This incident highlights the dangers posed by distracted e-scooter drivers failing to yield to pedestrians, resulting in severe injuries to vulnerable road users.

• Motor Vehicle Collisions – CrashID 4746152 - Crashes, Persons, Vehicles , NYC Open Data, Accessed 2025-08-05

DOT wants a new contractor for its camera enforcement program. The current vendor, Verra, missed reckless drivers with hidden plates. Over 40% of photos were tossed. The city lost millions. DOT aims for better tech and oversight to catch more violators.

On July 11, 2024, the Department of Transportation issued a request for proposals (RFP) for a new five-year automated traffic enforcement contract. The program, managed by DOT, is the largest in the nation for speeding, red light, and bus lane violations. The RFP follows a city comptroller report showing Verra Mobility, the current contractor, rejected 41.5% of photos—often due to obscured or defaced license plates—costing the city over $100 million in lost fines. DOT Commissioner Ydanis Rodriguez called the automated enforcement programs 'key to our Vision Zero efforts to save lives on our streets.' The RFP seeks to leverage new camera technology to address the surge in hidden plates and ensure stronger oversight. New equipment is expected by August 2025. Verra may reapply, but DOT wants a vendor who can catch more dangerous drivers and keep enforcement strong.

• DOT Seeks New Camera Enforcement Contract to Better Catch Obscured License Plates, Streetsblog NYC, Published 2024-07-11

Two sedans collided on Nagle Avenue. A southbound car making a U-turn was rear-ended. The following driver, a woman, suffered neck injuries and whiplash. Night, metal, pain. No pedestrians involved.

According to the police report, two sedans crashed at 21:35 on Nagle Avenue in Manhattan. Both vehicles traveled south. One sedan attempted a U-turn. The following sedan struck it from behind. The rear driver, a 39-year-old woman, was injured. She suffered neck injuries and whiplash but remained conscious. She wore a lap belt. The police report lists unspecified contributing factors. No pedestrians or cyclists were involved. The crash underscores the danger when drivers attempt U-turns and following vehicles fail to avoid rear-end impacts.

• Motor Vehicle Collisions – CrashID 4739522 - Crashes, Persons, Vehicles , NYC Open Data, Accessed 2025-08-05

Council Member Stevens doubts Citi Bike demand in the Bronx. She sees full docks, asks if they should shrink. Experts fire back: full docks mean high use. Ridership surges. DOT stands firm. Bike-share stays. Riders keep moving.

At a May 8, 2024, City Council oversight hearing, Council Member Althea Stevens questioned the need for a Citi Bike dock in her South Bronx district. She said, "If we're seeing that these stations aren't being used adequately ... is there another option, can we make the docks smaller?" The Department of Transportation, led by Commissioner Ydanis Rodriguez, defended the current system. Bike-share experts like David Eddington countered that full docks signal popularity, not neglect. Citi Bike General Manager Patrick Knoth explained that point-in-time observations mislead, as ridership is strong and docks are planned based on trends. Citi Bike usage in Stevens's district rose 48 percent from 2022 to 2023, with most riders using reduced fares. The hearing highlighted the need for a comprehensive, accessible bike-share network, especially as e-bikes make hilly areas more reachable.

• Explainer: Why a Full Citi Bike Dock Doesn’t Mean No One’s Using It, Streetsblog NYC, Published 2024-07-04

Assembly Member Jo Anne Simon pushes a bill to ban parking near intersections citywide. The move targets deadly corners where cars block sightlines. Sixteen community boards and dozens of officials back it. DOT drags its feet. Advocates demand action.

Assembly Member Jo Anne Simon introduced a bill to end New York City's exemption from the state law banning parking within 20 feet of intersections. The bill, now under consideration, has strong support: sixteen community boards and over three dozen elected officials have signed on. The measure aims to remove parked cars from corners, a practice called 'daylighting,' to improve visibility and cut intersection crashes. Simon called it a 'no-brainer,' saying, 'people feel a lot safer crossing those intersections.' DOT Commissioner Ydanis Rodriguez has voiced concerns that daylighting could lead to faster, more dangerous turns, but advocates like Sara Lind of Open Plans counter that daylighting is 'proven and widely popular.' The DOT missed a deadline for a daylighting safety study but claims it will daylight 1,000 intersections this year. Advocates urge the city to follow the law and protect vulnerable road users at every intersection.

• ‘No-Brainer’: State Pol Seeks Citywide Parking Ban Near Intersections, Streetsblog NYC, Published 2024-06-26