Blood on the Asphalt, Silence in City Hall

A 74-year-old man driving a sedan made a left turn on Elm Street in Staten Island and struck a 4-year-old boy crossing without a signal. Both suffered facial contusions. The driver failed to yield right-of-way, contributing to the collision.

According to the police report, at 11:21 AM on Elm Street near Henderson Avenue, a 74-year-old male driver operating a 1997 Toyota sedan was making a left turn when he struck a 4-year-old male pedestrian crossing the intersection without a signal or crosswalk. Both the driver and the child sustained facial contusions and were conscious at the scene. The report cites 'Failure to Yield Right-of-Way' as the primary contributing factor for the driver. Additionally, pedestrian error or confusion was noted but only after the driver’s failure to yield. The driver was licensed in New York and traveling southeast. Vehicle damage was not reported, but the impact occurred at the sedan's left front bumper. This collision highlights the dangers posed by driver failure to yield at intersections.

• Motor Vehicle Collisions – CrashID 4766350 - Crashes, Persons, Vehicles , NYC Open Data, Accessed 2025-08-04

Alex Morano calls out City Hall for failing to daylight intersections. He cites a child’s death and demands state action. The mayor’s promises fall short. Exemptions leave pedestrians exposed. Morano urges lawmakers to enforce daylighting everywhere. Lives hang in the balance.

On October 25, 2024, Alex Morano published an opinion piece demanding an end to New York City’s exemption from state daylighting law. The article, titled 'It’s Past Time to Daylight Every Corner in New York City,' criticizes Mayor Adams’s pledge to daylight 1,000 intersections per year as inadequate and misleading. Morano references the death of Kamari Hughes as a tragic example of the city’s failure. He writes, 'New York City should no longer be an exception when it comes to intersection safety.' Morano urges state lawmakers to enforce daylighting standards citywide, arguing that the current exemption leaves pedestrians at risk. He calls for universal daylighting, citing benefits like stormwater mitigation and safer community spaces. The piece is a direct challenge to City Hall’s slow pace and lack of legal accountability.

• Opinion: It’s Past Time to Daylight Every Corner in New York City, Streetsblog NYC, Published 2024-10-25

State Comptroller Tom DiNapoli says the MTA cannot borrow its way out. More debt means higher fares or slashed service. Riders face the threat. Congestion pricing was key. Now, the gap grows. The system’s future hangs on real funding, not empty promises.

On October 23, 2024, State Comptroller Tom DiNapoli released a report warning the MTA against borrowing to fill massive holes in its 2020-2024 and 2025-2029 capital plans. The report, not tied to a council bill but crucial for transit policy, states: 'The MTA can't take on any more debt to fill the hole...without dramatically jacking up fares or cutting service.' DiNapoli’s analysis shows that borrowing $15 billion now, plus $13 billion more for the next plan, would force a 16 percent fare hike by 2037. He notes the MTA’s finances are already strained by weak real estate taxes and slow ridership recovery. DiNapoli opposes fare hikes and service cuts, backing congestion pricing and state support instead. He stresses that without new, reliable revenue, vulnerable riders will pay the price. The warning is clear: more debt means danger for those who depend on transit.

• MTA Can’t Borrow Its Way Out Of Hochul’s Capital Plan Gaps: Comptroller, Streetsblog NYC, Published 2024-10-23

Electric cars are not the clean break promised. A new NBER study finds EVs only 10 percent less harmful than gas vehicles. Heavier batteries mean deadlier crashes. Smokestack pollution from charging outweighs tailpipe gains. The toll on life and air remains high.

On October 15, 2024, researchers from Duke, Stanford, UC Berkeley, and the University of Chicago published a working paper through the National Bureau of Economic Research. The report, titled 'The Effects of 'Buy American': Electric Vehicles and the Inflation Reduction Act,' analyzes the full societal costs of electric vehicles (EVs) versus gasoline vehicles (GVs). The study finds, 'U.S. electric vehicles are only slightly less harmful to the environment and society than conventional gasoline cars.' The analysis aggregates climate damage, crash deaths, and pollution. It reveals that EVs’ heavier weight leads to more fatal crashes, and their battery production is energy-intensive. Charging EVs on carbon-heavy grids causes six times more harmful pollution than gas tailpipes. The authors conclude that, factoring in all harms, EVs are only 10 percent less damaging than GVs. The report urges policymakers to reconsider subsidies and warns that the real-world toll of cars—electric or not—remains immense.

• EVs — What Are They Good For?, Streetsblog NYC, Published 2024-10-15

The 11th Edition of the MUTCD brings overdue changes. It allows more crosswalks, green bike lanes, and transit lanes. But it still puts cars first. Pedestrians and cyclists remain at risk. The rules demand human perfection, not safer streets. The danger continues.

On December 2023, the Federal Highway Administration released the 11th Edition of the Manual on Uniform Traffic Control Devices (MUTCD), the first update since 2009. This federal document, over 1,000 pages, sets the standards for road markings, signals, and signs nationwide. The update, described as 'important steps toward a safer, more people-focused transportation system,' modernizes speed zone setting and allows more crosswalks, green bike lanes, and red transit lanes. But it still falls short. The MUTCD expects pedestrians and cyclists to act 'alertly and attentively,' ignoring human error and the diversity of street users. It keeps high barriers for pedestrian signals and prioritizes car movement over safety. The new section on autonomous vehicles raises concerns about streets being built for machines, not people. No council members are named; this is a federal action. Advocates and cities submitted over 25,000 comments demanding stronger reforms. The next update is due by December 2027.

• The 1,000-Page Document That Decides Your Street Designs Just Got a Refresh, Streetsblog NYC, Published 2024-10-11

Transit union boss John Samuelsen turned against congestion pricing. He blasted the MTA for failing to boost service before tolls hit. His opposition helped stall a plan meant to cut traffic and fund transit. Riders and streets remain at risk.

On October 3, 2024, John Samuelsen, president of TWU Local 100 and TWU International, publicly opposed New York’s congestion pricing plan. The matter, covered by Streetsblog NYC, details Samuelsen’s resignation from the Traffic Mobility Review Board on November 30, 2023, the day tolling recommendations were released. He argued, 'Congestion pricing alone will not reduce traffic to its fullest potential. Central business district tolling should absolutely be coupled with massive increases and improvements in public transit service.' Samuelsen criticized the MTA for not expanding service and called the toll 'classist.' His stance shifted from earlier support in 2019 to strong opposition, citing unmet promises and risks to transit funding. No council bill or committee action is noted. The union’s move leaves vulnerable road users facing the same old dangers: crowded streets, slow buses, and stalled safety reforms.

• Stop Making Sense: TWU’s Head-Scratching Opposition to Congestion Pricing Doesn’t Add Up, Streetsblog NYC, Published 2024-10-03

City will cut McGuinness Boulevard from four lanes to two. DOT reversed course after backlash. Advocates and Assembly Member Gallagher cheered the move. Fewer lanes mean slower cars, fewer crashes. The fight for safety on the rest of the boulevard continues.

On October 2, 2024, the Adams administration reversed its earlier decision and restored the road diet for McGuinness Boulevard between Calyer Street and Meeker Avenue. The Department of Transportation (DOT) will reduce the street from four lanes to two. The DOT cited community and elected officials' feedback as the reason for the change. Assembly Member Emily Gallagher said, "I'm just really grateful to the better angels of the Adams administration for coming back with this." The advocacy group Make McGuinness Safe called it a win for safety and vowed to keep pushing for improvements. Deputy Mayor Meera Joshi praised the city's willingness to listen. Local business Broadway Stages, which had opposed the plan, said it respects the process. Removing car lanes will slow traffic and protect all users, according to advocates.

• FLIP-FLOP: City Brings Back Road Diet For McGuinness Blvd., Streetsblog NYC, Published 2024-10-02

City reverses its own reversal. DOT will cut a traffic lane and add parking-protected bike lanes on McGuinness Boulevard’s southern half. Local officials and advocates forced the city’s hand. The northern half stays unchanged. Vulnerable road users get a win.

On October 2, 2024, the Department of Transportation announced a policy reversal on McGuinness Boulevard. The original lane reduction and protected bike lane plan, previously scrapped, will now move forward for the southern half of the street, between Calyer Street and Meeker Avenue. The matter, described as a return to 'the road diet it had previously finalized and then rejected,' follows months of community outcry and advocacy. Council Member Lincoln Restler (District 33) and other local officials celebrated the move, crediting the Make McGuinness Safe coalition for relentless pressure. Restler stated, 'this is a decision that enhances safety in our community, and that's what matters.' The northern half of the boulevard remains unchanged, with two traffic lanes and barrier-protected bike lanes. The city’s action signals a renewed commitment to street safety after repeated delays and political interference.

• Another U-turn on McGuinness Boulevard as city returns to original lane reduction plan, brooklynpaper.com, Published 2024-10-02

Columbus Avenue shuts out cars every Sunday. Stores fill up. Foot traffic surges. Shopkeepers call it a game-changer. Customers linger, spend, and smile. Lawsuits and car complaints fade against the buzz of busy sidewalks. Open Streets means safety, commerce, and life.

The Columbus Avenue Open Streets program closes the avenue to cars between 68th and 77th streets every Sunday through October 27, 2024. The initiative, described as 'an absolute game-changer' by Martin Johnson of 67 Gourmet, boosts business and draws crowds on foot. Irene Kalogrias of Celso de Lemos says, 'Open street days are the busiest days for our store.' Vinni Schroeder of J.Jill urges expansion. Despite a lawsuit from some residents, business owners support the program. The matter, titled 'Tables of Success: Columbus Ave. Businesses Love the Open Street,' highlights how car-free streets bring safety and commerce. No formal council bill or vote is noted. The program stands as a testament to the power of reclaiming streets for people, not cars.

• Tables of Success: Columbus Ave. Businesses Love the Open Street, Streetsblog NYC, Published 2024-09-27

Council bill slashes legal parking time for big rigs. Ninety minutes max for tractor-trailers. Three hours for other commercial trucks. Streets clear faster. Heavy metal moves on.

Int 1069-2024, now in the Committee on Transportation and Infrastructure, was introduced September 26, 2024. The bill reads: "reducing the maximum time commercial vehicles may park." Sponsored by Kevin C. Riley and 23 others, it limits parking to three hours for most commercial vehicles, and 90 minutes for tractor-trailers, unless signs say otherwise. The law takes effect 120 days after passage. Council aims to keep streets less clogged by oversized trucks. No safety analyst note was provided, but the bill targets long-term truck storage on city streets.

• File Int 1069-2024, NYC Council – Legistar, Published 2024-09-26

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

The MTA sent its $68 billion capital plan to Albany. The ask is historic. Riders face risk if lawmakers stall. Infrastructure needs loom. Governor Hochul promises a fight for funds. The gap is wide. The stakes are high for New York’s streets.

On September 25, 2024, the MTA submitted its $68 billion capital plan funding request to Albany. The plan, described as 'the biggest in the MTA's history,' now awaits review by a panel with appointees from the governor, legislative leaders, and the NYC mayor. Andrea Stewart-Cousins is mentioned in connection with the event. MTA Chair Janno Lieber stressed the plan's aim to 'protect riders from a decline in service due to infrastructure that’s been...neglected or left unfixed.' Governor Kathy Hochul pledged to 'fight to secure as much funding as possible.' The MTA expects $14 billion from the federal government, $8 billion from Albany and the city, and $13 billion from its own debt, leaving a $33 billion gap for the state to fill. The plan’s fate will shape the safety and reliability of transit for millions of New Yorkers.

• $68 billion MTA capital plan officially now Albany’s problem, nypost.com, Published 2024-09-25

A new bike lane in Long Island City pits safety against business. Five killed, 170 injured in five years. Councilwoman Julie Won backs the plan. Truckers and owners protest. DOT pushes forward. Streets stay deadly. Cyclists and pedestrians pay the price.

The controversy centers on a planned bike lane in Queens’ District 26, championed by Councilwoman Julie Won. The city aims to connect the Pulaski and Kosciuszko bridges via Borden, Starr, and Review avenues. The project, requested by local civic groups and the community board, follows five deaths—including two cyclists—and over 170 injuries on these roads in five years. Won stated, 'We need to do everything we can to ensure we don’t lose another life to a preventable death.' Thirty-two business owners petitioned DOT to halt the project, citing truck maneuvering dangers. DOT representative Vincent Barone called the route 'a critical gap' in the bike network and promised 'much-needed safety improvements.' The plan will take up to 15 feet from Review Avenue for a two-way bike path and buffer, leaving 22 feet for traffic. The fight underscores the city’s struggle to protect vulnerable road users in truck-heavy corridors.

• Planned new bike lane in industrial NYC neighborhood has business owners fuming: ‘Just not safe’, nypost.com, Published 2024-09-22

Governor Hochul froze congestion pricing. The MTA lost billions. Subway and bus riders face crumbling service. Republicans claim victory. Democrats gain nothing. The city’s lifeline bleeds. Vulnerable New Yorkers pay the price while drivers dodge the toll.

On June 2024, Governor Kathy Hochul unilaterally paused New York’s congestion pricing law, first enacted in 2019 to fund the MTA’s $55 billion capital plan. The move slashed $15 billion from transit budgets, threatening repairs and upgrades. Hochul claimed to act for cost-of-living relief, but polling shows her approval at a record low. Republicans seized credit for the pause, while Democrats saw no political gain. Riders Alliance’s Danny Pearlstein called it sabotage: 'Governor Kathy Hochul took a gamble when she sabotaged our public transit system for political gain and she lost dearly.' The MTA now faces a $33 billion shortfall for its next plan. No new revenue source is in place. The legislature, as Rachael Fauss of Reinvent Albany notes, already did its job by passing the law. The pause leaves transit riders stranded, while car traffic and systemic danger persist.

• Hochul’s Congestion Pricing ‘Pause’ Tanked Her Polling, Hurt the MTA and Did Zilch for Democrats, Streetsblog NYC, Published 2024-09-20

Transit agencies slash service. Riders lose lifelines. Streets fill with cars. Congestion rises. Pedestrians and cyclists face more danger. New York’s MTA repair plans gutted after congestion pricing dies. Leaders stall. Vulnerable road users pay the price.

This report, published September 20, 2024, details a wave of transit funding crises nationwide, with New York’s Metropolitan Transportation Authority (MTA) at the center. The article, titled '‘Doom Loop’ Alert: Transit Systems are Suffering — And Too Many Are Cutting Service,' chronicles how pandemic relief funds are running dry, ridership lags, and costs soar. Governor Kathy Hochul killed congestion pricing, stripping the MTA of $1 billion a year. Now, the agency slashes repair programs. Streetsblog quotes transit leaders warning that service cuts mean crowded buses, more cars, and lost productivity. Council members and mayors in cities like Miami and Philadelphia face similar choices. The story makes clear: when transit fails, vulnerable road users—those who walk, bike, or rely on buses—face greater risk. The systemic danger grows as public transportation falters and streets fill with traffic.

• ‘Doom Loop’ Alert: Transit Systems are Suffering — And Too Many Are Cutting Service, Streetsblog NYC, Published 2024-09-20

Car miles in New York City jumped 14 percent since 2019. Congestion is up. The city lags on bus and bike lanes. Governor Hochul’s pause on congestion pricing leaves streets clogged. Vulnerable road users face rising danger as cars reclaim the city.

A new Streetlight Data report, released September 12, 2024, shows car miles traveled in the New York City metro area rose 14 percent over five years. The report singles out New York: 'where congestion pricing was paused, stands out as the urban core with the biggest increase in both congestion and VMT among the top 25.' Governor Hochul’s decision to halt congestion pricing drew sharp criticism from advocates. Sara Lind, Co-Executive Director of Open Plans, called the move 'disastrous,' warning that abandoning congestion pricing is a 'dereliction of duty' on street safety. The report blames city inaction on bus and bike lanes for worsening gridlock. As driving surges, vulnerable road users face greater risk. The city’s failure to curb car use puts lives on the line.

• Report Shows Double-Digit Increase in Post-Pandemic Driving, Counter to Regional Goal, Streetsblog NYC, Published 2024-09-12

On September 8, 2024, advocates and officials rallied in Manhattan. They demanded Governor Hochul reinstate congestion pricing. The pause gutted $15 billion from MTA plans. Twenty-three subway elevator projects died. Disabled riders, parents, and seniors lost out. Anger filled the streets.

On September 8, 2024, a coalition of transit advocates and elected officials, including Assembly Member Emily Gallagher, gathered in Manhattan to protest Governor Hochul’s indefinite pause of congestion pricing. The event, described as a 'citywide subway accessibility day of action,' spotlighted the $15 billion shortfall now facing the MTA’s 2020-2024 capital plan. According to the event summary, 'the cancellation of elevator installations at 23 subway stations' followed the funding cut. Gallagher condemned the decision, declaring, 'We all matter, and we all need elevators, and we all need congestion pricing.' Comptroller Brad Lander called the move 'shameful.' The rally demanded immediate reinstatement of congestion pricing to restore funding for subway accessibility, directly impacting disabled New Yorkers, parents, and seniors. The protest underscored the systemic danger of underfunded transit and the toll on vulnerable road users.

• Day of action: Congestion pricing supporters in Manhattan demand Hochul unpause toll plan, support mass transit, amny.com, Published 2024-09-08

Eighteen out of twenty-four trees died on Sunset Park’s greenway. The city failed to maintain them. Agencies blamed each other. Residents suffer. No shade. No care. The greenway, meant for safety and respite, stands bare. Vulnerable road users pay the price.

This report details the collapse of tree maintenance along the Sunset Park Greenway, a project completed in 2022 on Second Avenue between 58th and 65th streets. The Department of Design and Construction managed the seven-year build, but its maintenance agreement with the Brooklyn Greenway Initiative expired in 2018. Since then, city agencies have passed responsibility back and forth. The Parks Department, now tasked with care, cites budget cuts and overworked staff. Mayor Adams slashed $20 million from the Parks budget, worsening the crisis. Katherine Walsh, Community Board 7 Transportation Committee chair, calls the neglect an equity issue, highlighting Sunset Park’s high pollution and health risks. Brian Hedden of the Brooklyn Greenway Initiative urges a citywide fix. The matter title: 'Dead Trees Highlight Multiple City Failures on Sunset Park Greenway.' No council bill number or formal vote is attached, but the story exposes systemic failure and its toll on vulnerable New Yorkers.

• Dead Trees Highlight Multiple City Failures on Sunset Park Greenway, Streetsblog NYC, Published 2024-09-04

Hundreds will rally for subway elevators on September 8. Advocates blame Gov. Hochul’s congestion pricing pause for stalling $2 billion in accessibility upgrades. Riders and organizers will canvass stations, demanding funding and warning of deep cuts to ADA projects citywide.

On August 30, 2024, advocates announced a citywide protest and canvassing event for subway accessibility, set for September 8. The action responds to Governor Hochul’s indefinite pause on congestion pricing, which threatens $2 billion in elevator projects at 23 stations. Organizers cite the MTA’s legal mandate to make 95 percent of the subway accessible by 2055 and warn of a 30 percent cut to ADA spending without congestion pricing funds. Jeff Peters of the Center for Independence of the Disabled NY said, 'Congestion pricing would be used for just this situation.' Danna Dennis of Riders Alliance and Jessica Murray of Elevator Action Group joined calls for action. The protest highlights the direct link between transit funding and safe, accessible passage for all New Yorkers.

• They Want YOU: Massive Protest for Subway Elevators on Sept. 8, Streetsblog NYC, Published 2024-08-30

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.

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