Inwood Bleeds, City Waits: Demand Safe Streets Now

Central Park Conservancy urges protected bike lanes on all crosstown transverses. The study calls for fewer car lanes, more space for cyclists, and safer crossings. Advocates cite deadly crashes. City DOT backs the plan. Safety for walkers and riders comes first.

""These recommendations will update the park's drives to prioritize pedestrian safety while also better accommodating cyclists and legal e-mobility options both traveling within the park or through it across Manhattan,"" -- Ydanis A. Rodriguez

On November 20, 2024, the Central Park Conservancy released a study proposing protected bike lanes on the park’s four crosstown transverses—66th, 79th, 86th, and 96th Streets—starting with both directions on 86th. The study, endorsed by the Conservancy and supported by the Department of Transportation, recommends reducing vehicle lanes to expand space for cyclists. The matter title reads: "Central Park Study Calls for Bike Lanes on the Transverses." The report also suggests a two-way protected lane on Fifth Avenue, converting Central Park West’s lane to two-way, and adding protected crosstown lanes on 59th and 110th. Commissioner Ydanis Rodriguez said, "These recommendations will update the park's drives to prioritize pedestrian safety while also better accommodating cyclists and legal e-mobility options." Advocates and city officials point to past deaths, like Daniel Cammerman’s in 2019, as evidence of urgent need. The plan aims to shield the most vulnerable from harm.

• Central Park Study Calls for Bike Lanes on the Transverses, Streetsblog NYC, Published 2024-11-20

Queens Boulevard, once the Boulevard of Death, now boasts protected bike lanes and safer crossings. Pedestrian injuries dropped 35 percent. Traffic deaths fell 68 percent. Cyclists fill the lanes. Concrete upgrades loom, but mountable curbs may let cars intrude.

On November 13, 2024, the Department of Transportation celebrated a decade of safety improvements on Queens Boulevard. The event marked the completion of protected bike lanes along nearly the entire corridor, except for one block. DOT Commissioner Ydanis Rodriguez said, "Several elements of this redesign aim at enhancing safety for all road users: Curbside bike lanes to enhance cyclist safety, pedestrian islands to shorten crossing distances while encouraging slower, safe turns, and additional adjustments to traffic signal timing to allow more time for pedestrians to cross before the lights turn green." The project, begun in 2015 under Mayor Bill de Blasio, faced local opposition and political delays but persisted. The city reports a 68 percent drop in traffic fatalities and a 35 percent reduction in pedestrian injuries since the redesign began. Cyclist numbers surged by 450 percent. DOT plans to upgrade bike lanes with concrete, but mountable curbs could leave lanes exposed to cars. Families for Safe Streets activist Lizi Rahman called the redesign a model for dangerous roads everywhere.

• DOT Celebrates A Decade of Safety Improvements on Queens Blvd., Streetsblog NYC, Published 2024-11-13

DOT finished the Queens Boulevard redesign. Protected bike lanes, pedestrian islands, and new signals now line seven miles. Fatalities dropped 68 percent. Injuries fell 35 percent. Julie Won helped fund the next phase. Concrete upgrades will harden safety. Streets remember every life.

On November 12, 2024, the Department of Transportation announced the completion of the final phase of the Queens Boulevard Redesign. The project, part of Vision Zero, was celebrated in Council District 26 with Council Member Julie Won present and helping secure $1.5 million for future upgrades. The redesign stretches from Queens Plaza to Hillside Avenue, creating the city’s longest protected bike lane. The DOT reports a 68% drop in fatalities and a 35% reduction in injuries since 2015. The redesign adds parking-protected bike lanes, pedestrian islands, and improved signals. The next phase, funded in part by Won, will replace painted lanes with concrete, add raised medians, and increase accessibility. DOT Commissioner Ydanis Rodriguez called it a milestone, saying, 'Queens Boulevard is not the Boulevard of Death anymore, but the Boulevard of Life.'

• A ‘Boulevard of Life’ transformation: DOT announces completion of Queens Boulevard Redesign, amny.com, Published 2024-11-12

The Adams administration gutted a safety plan for Ashland Place. Cyclists now face chaos and injury on a block left out of the protected bike lane network. Crashes rose after the compromise. Activists demand the city finish the job before winter sets in.

No bill number exists for this matter; it is an advocacy campaign sparked by the Adams administration’s 2023 decision to water down the Department of Transportation’s Ashland Place safety project. The city left the southernmost block, between Hanson Place and Lafayette Avenue, without a protected bike lane. As activists from Transportation Alternatives wrote, this block 'does not work for anyone on the street and is the missing link in an otherwise protected bike lane.' Council members are not named, but the campaign targets Mayor Adams and DOT Commissioner Ydanis Rodriguez. Residents supported the full plan, but the city caved to real estate and institutional pressure, keeping two-way car traffic and exposing cyclists to danger. Crash data shows injuries persist. Activists urge the city to close the gap before the painting season ends.

• The Mayor’s Ashland Pl. Compromise Remains a Safety Menace, Streetsblog NYC, Published 2024-10-16

Work started on a new 96th Street bus lane. The city will cut car lanes for buses. Council Member Gale Brewer stands with opponents. DOT says most locals don’t drive. The bus lane aims to speed up slow, crowded crosstown rides.

On October 1, 2024, construction began on a dedicated bus lane along 96th Street in Manhattan. The project, not tied to a specific bill number, is led by the Department of Transportation and replaces a traffic lane in each direction between West End Avenue and 2nd Avenue. The matter aims to 'speed up crosstown buses like the M96 and M106.' Council Member Gale A. Brewer, representing District 6, has sided with residents opposing the change, though she did not comment for the record. DOT Commissioner Ydanis Rodriguez claims the new lane will make commutes 'faster, more reliable, and safer for everyone.' The bus lane will operate 24/7, except for a short eastbound stretch. DOT notes that 74% of 96th Street residents do not own cars, and most commute by transit, bike, or foot. No formal safety analyst assessment was provided.

• Construction begins on new 96th Street bus lane in Manhattan, amny.com, Published 2024-10-01

DOT broke ground on new bus lanes along Manhattan’s 96th Street. The redesign will stretch 1.7 miles. Councilmember Gale Brewer raised curb space concerns. Officials say the project will speed up buses and slow down cars. Work finishes later this year.

On September 30, 2024, the Department of Transportation began construction of new bus lanes along Manhattan’s 96th Street, a project stretching from West End to Second Avenue. The matter, titled 'DOT begins construction of new bus lanes along Manhattan’s 96th Street,' aims to improve service for 15,500 weekday riders. Councilmember Gale A. Brewer, representing District 6, held a rally earlier in the month expressing concerns about lost curb space and pushed for alternative solutions. Brewer sent a letter to DOT on behalf of residents, stating, 'All I can say is that I did what I did to represent them.' DOT officials countered that the redesign will reduce congestion and retain curb access. The project includes dedicated bus lanes, left-turn bays, and treatments to slow drivers. Most residents in the area rely on transit, walking, or cycling. The city expects the redesign to make commutes faster and safer for all road users.

• DOT begins construction of new bus lanes along Manhattan’s 96th Street, gothamist.com, Published 2024-09-30

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 2024-09-26

Streetsblog sues DOT for stonewalling public records. Six-month delays block data on deaths, projects, and official emails. The suit says DOT’s blanket stalling breaks the law and hides vital safety information from the public. DOT stays silent.

On September 17, 2024, Streetsblog filed a lawsuit against the NYC Department of Transportation (DOT), alleging systematic violations of the state’s Freedom of Information Law (FOIL). The suit, brought with the Cornell Law School First Amendment Clinic, targets DOT’s practice of imposing uniform six-month delays on nearly all journalist information requests. Streetsblog’s complaint states: “DOT consistently violates the state's Freedom of Information Law by delaying for six months nearly all of the requests for public information from journalists.” The delays affect at least 33 Streetsblog requests since June 2021, including data on pedestrian fatalities and DOT project records. Michael Martin Linhorst, Streetsblog’s attorney, aims to set a precedent to end these blanket delays. DOT declined to comment. The case highlights how bureaucratic stonewalling keeps critical safety data from the public, undermining transparency and accountability for vulnerable road users.

• Streetsblog to DOT: We’ll See You in Court — Again!, Streetsblog NYC, Published 2024-09-17

Washington Bridge now has bus and protected bike lanes. Jersey barriers shield cyclists. Pedestrians get their own path. Councilmember De La Rosa calls old bridge an accident waiting to happen. Upgrades separate people from cars. Danger drops. City promises more safety fixes.

On September 16, 2024, the Washington Bridge connecting Manhattan and the Bronx received major upgrades: a dedicated bus lane and a two-way protected bike lane. The project, supported by Councilmember Carmen De La Rosa (District 10), was announced by the NYC Department of Transportation. The matter summary states, 'The improvements... aim to enhance safety for pedestrians and cyclists and provide faster bus service.' De La Rosa, who represents the area, said, 'I've never been so afraid to walk a bridge on foot... it was an accident waiting to happen.' The overhaul separates cyclists and pedestrians from cars with jersey barriers and fences, and adds protected pedestrian paths. Automated cameras will enforce the bus lane. The DOT plans further safety measures, including a leading pedestrian interval at crossings. These changes target long-standing dangers for vulnerable road users on the bridge.

• Washington Bridge between Manhattan and Bronx gets bus and protected bike lanes, gothamist.com, Published 2024-09-16

City hunts for a vendor to install stop-arm cameras on school buses. The move comes after years of delay. Drivers who pass stopped buses will face fines. Advocates cheer the step. Children remain at risk as deaths rise citywide.

On September 12, 2024, the city issued a request for proposals to deploy stop-arm enforcement cameras on school buses. The Department of Transportation seeks a contractor to install technology that fines drivers who pass stopped buses. The state legalized these cameras in 2019. The City Council, led by then-Council Member Ydanis Rodriguez, passed a law in early 2022 for a six-month pilot and required annual reporting. The city enacted automated fine rules in November. Advocates, including Transportation Alternatives, praised the move: 'We know changes like this can save lives.' Suffolk County saw a 42-percent drop in violations after similar cameras. The Adams administration questioned the program's impact, noting no deaths from bus arm violations since 2014. The city has not published pilot results. The state law enabling cameras runs through 2029.

• City Seeks Contractor for School Bus ‘Stop Arm’ Cameras, Streetsblog NYC, Published 2024-09-12

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