Blood on the Asphalt, Silence in City Hall

Apr 2 - NHTSA’s new data shows a grim record: 1,105 cyclists and 7,522 pedestrians killed in 2022. Deaths outside cars now make up 36 percent of all road fatalities. Regulators tout small gains, but the bloodshed for vulnerable users deepens. Hit-and-runs surge. Systemic failure persists.

On April 2, 2024, the National Highway Traffic Safety Administration released final 2022 and preliminary 2023 traffic fatality numbers. The agency’s summary highlights a modest dip in overall deaths, but the details are stark: 'drivers had killed more cyclists (1,105) than they had in any single year in the entire history of the reporting system—and pedestrian deaths (7,522) were the highest since 1981.' Vulnerable road users now account for 36 percent of all fatalities, up from 20 percent in 1996. Hit-and-run deaths and serious injuries for pedestrians and cyclists both rose 11 percent. Tami Friedrich of the Truck Safety Coalition demanded urgent federal action, stating, 'No one else needs to die because of bureaucratic inaction.' Advocates and Vision Zero supporters call for systemic reforms—speed limiters, automatic braking, safer trucks, and better infrastructure. Until agencies act, the carnage continues, masked by official optimism.

• Latest Pedestrian and Cyclist Fatality Stats Are Deadly Déja-Vu, Streetsblog NYC, Published 2024-04-02

Mar 28 - A bridge collapse draws national action. Car crashes kill thousands, but get shrugs. The system blames individuals, not failures in design. The toll is steady, silent, and ignored. Urgency is missing. Vulnerable lives pay the price.

This March 28, 2024, Streetsblog commentary highlights the stark difference in national response between the Baltimore Key Bridge collapse and routine car crashes. The article asks, 'What if we treated our national epidemic of car crashes with that same degree of urgency—not to mention that same holistic approach to saving lives?' No council bill number or committee applies; this is a media analysis, not legislation. The piece criticizes how officials and media leap into action for rare infrastructure disasters, but ignore the daily, deadly toll of car violence. It notes that highway expansion is prioritized over repair, and that systemic failures—not individual mistakes—drive the crisis. The commentary urges a shift to a Safe System Approach, demanding the same scrutiny and coordinated action for traffic violence as for headline-grabbing catastrophes. Vulnerable road users remain at risk while the system looks away.

• Why We Care About Some Transportation Tragedies More Than Others, Streetsblog NYC, Published 2024-03-28

Mar 27 - 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 2024-03-27

Mar 27 - 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 2024-03-27

Mar 26 - Four Brooklyn neighborhoods see no new protected bike lanes. City promised 75 miles by 2022. Cyclist injuries and deaths stay high. Council Members Joseph and Ossé demand action. City Hall and DOT blamed for delay. Equity and safety ignored. Riders remain exposed.

""This failure is yet another glaring example of the administration falling far behind on its commitments to develop bicycle infrastructure in our city,"" -- Charles Fall

On March 26, 2024, the City Council scrutinized DOT’s failure to deliver protected bike lanes in Borough Park, Midwood, Flatbush, and Bedford-Stuyvesant—Vision Zero ‘Bike Priority Areas’ since 2017. The city pledged 75 miles of new or improved bike routes by 2022. As of now, none have been built. Council Member Rita Joseph, representing Flatbush and Midwood, introduced legislation to speed up construction, stating, “My community has been asking for it. The Commissioner has made a commitment. He needs to step up and do it now.” Council Member Chi Ossé condemned the administration’s inaction, calling it “yet another glaring example” of broken promises. Advocates and residents cite safety and equity concerns, noting these districts suffer more cyclist injuries and deaths but get fewer protected lanes. The Council is now considering oversight to enforce legal benchmarks and ensure fair distribution of bike infrastructure.

• SAFETY LAST: DOT Added No New Protected Bike Lanes in Four ‘Priority Districts’, Streetsblog NYC, Published 2024-03-26

Mar 26 - The city’s commercial waste zone plan crawls forward. Only one Queens zone launches this fall. Nineteen more wait in limbo. Oversight is absent. Haulers with deadly records win contracts. Advocates demand speed, transparency, and real safety for streets choked by trucks.

Council Bill for commercial waste zone reform, passed in 2019, remains stalled. The Department of Sanitation (DSNY) will launch only one zone in central Queens after September 3, 2024. The oversight task force has not met in two years. Brooklyn Borough President Antonio Reynoso, who authored the law as a Council member, called DSNY’s rollout a 'missed opportunity' for clarity and accountability. Justin Wood of New York Lawyers for the Public Interest warned, 'The system cannot achieve transformational change if it is treated as a limited pilot program.' The city’s goal to cut truck miles falls short of original promises. Action Carting, whose driver killed a cyclist in 2017, secured contracts for 14 zones. Advocates say the lack of outreach, oversight, and clear safety benchmarks leaves vulnerable road users at risk. No safety analyst assessment was provided.

• Commercial Waste Zone Rollout Too Slow and Unclear: Advocates, Streetsblog NYC, Published 2024-03-26

Mar 20 - 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 2024-03-20

Mar 20 - 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 2024-03-20

Mar 13 - Speaker Adrienne Adams called out city failures. She demanded action on bike lanes, bus lanes, and housing. She pressed for tracking DOT progress. She blasted budget cuts. She wants deeper affordability. She put vulnerable New Yorkers at the center.

"The council will also pursue legislation requiring the city Department of Transportation to track progress on projects that fall under its Streets Master Plan, passed by the council in 2019, which requires the agency complete construction on a certain number of bike and bus lanes each year." -- Charles Fall

On March 13, 2024, Speaker Adrienne Adams (District 28) delivered her State of the City address at the Brooklyn Academy of Music. She called for new legislation to require the Department of Transportation to track progress on the Streets Master Plan, which mandates yearly construction of bike and bus lanes. Adams criticized the mayor for failing to meet these benchmarks and for cutting funding to vital services. She said, 'Our duty is to turn these ideas into effective laws and to conduct oversight... But laws and policies are only as good as their implementation.' Adams also proposed using city land for affordable housing and expressed conditional support for zoning reforms, insisting on deeper affordability. Her speech centered the needs of low-income and working-class New Yorkers, especially in Black and brown communities.

• State of the City: Speaker Adams lays out vision for boosting government effectiveness, building more affordable housing, amny.com, Published 2024-03-13

Mar 7 - Council wants every e-bike and scooter tagged and tracked. Plates on wheels. Riders face new rules. Lawmakers say it’s about order. The bill sits in committee. Streets wait.

Int 0606-2024 was introduced on March 7, 2024, in the Committee on Transportation and Infrastructure. The bill, titled "A Local Law to amend the administrative code...requiring that every bicycle with electric assist, electric scooter and other legal motorized vehicle be licensed and registered," would force all e-bikes, e-scooters, and similar vehicles not covered by DMV rules to register with DOT and display visible plates. Council Member Inna Vernikov is the primary sponsor, joined by 26 co-sponsors including Holden, Farías, Riley, and others. The bill was laid over in committee and has not advanced. No safety analysis for vulnerable road users was provided.

• File Int 0606-2024, NYC Council – Legistar, Published 2024-03-07

Mar 4 - Car-first policies kill. Denialists stall bike lanes, street redesigns, and e-bike freedom. Fake experts, endless meetings, and bad laws keep streets deadly. Advocates must expose these tactics. The fight is for life, not convenience.

This opinion piece, published March 4, 2024 by Streetsblog NYC, dissects how denialist tactics undermine safety reforms in New York City. The article, titled 'Understanding Car Culture ‘Denialism’ Can Help Safety Advocates Respond,' details how fake experts, logical fallacies, and shifting demands block alternatives to car-centric streets. Council Member Robert Holden is named for pushing e-bike licensing, a move described as 'extremely harmful' for vulnerable road users. The article criticizes engineers and community boards who resist bike lanes and street redesigns. It urges advocates to call out denialist rhetoric and challenge the roots of car-first policies. The piece stands firmly for bike lanes, e-bikes, and safer streets, and against delays that keep New Yorkers in danger.

• Understanding Car Culture ‘Denialism’ Can Help Safety Advocates Respond, Streetsblog NYC, Published 2024-03-04

Mar 4 - Council Member Holden pushes e-bike licensing. Advocates warn: this move will slash e-bike use, boost car traffic, and choke the city with more danger. Denialism shields car dominance. The fight for safer streets grows sharper, louder, urgent.

On March 4, 2024, Council Member Robert F. Holden (District 30) was spotlighted for proposing legislation to require licensing and registration for all e-bikes. The measure, discussed in an advocacy article, has not advanced to committee or vote. The article states: 'Council Member Robert Holden has proposed legislation to require licensing and registration for all e-bikes. This legislation will be extremely harmful if it becomes law—likely cutting e-bike use, increasing motorcycle and car emissions and traffic, and forfeiting economic benefits associated with micro-mobility.' Holden’s push aligns with car-centric policy, drawing sharp criticism from safety advocates. They argue the bill would endanger vulnerable road users by forcing more people into cars and away from safer, sustainable options. The piece calls for direct confrontation of denialist rhetoric and a shift from car dependency to protect lives on city streets.

• Understanding Car Culture 'Denialism' Can Help Safety Advocates Respond, streetsblog.org, Published 2024-03-04

Feb 29 - A Volvo sedan plowed into an SUV’s rear on Vanduzer Street. The sedan’s front collapsed. A 78-year-old woman behind the wheel died, crushed in her seat. Metal twisted. No seatbelt. The street fell silent as another life ended in steel.

According to the police report, a 1998 Volvo sedan rear-ended a 2017 SUV on Vanduzer Street near Baring Place in Staten Island at 9:28 a.m. The sedan’s front end struck the SUV’s center back, folding the smaller car’s front. The driver of the Volvo, a 78-year-old woman, was killed. She was not wearing a seatbelt and suffered fatal crush injuries. The report lists 'Other Vehicular' as a contributing factor, indicating a driver-related error but does not specify further. The SUV was traveling straight ahead with two occupants; the Volvo was also moving straight before impact. The police narrative describes the crash as a violent collision that left the sedan’s driver dead at the scene. No contributing factors are attributed to the SUV or its occupants. The focus remains on the deadly force of the rear-end impact and the systemic danger posed by such collisions.

• Motor Vehicle Collisions – CrashID 4706229 - Crashes, Persons, Vehicles , NYC Open Data, Accessed 2025-09-19

Feb 28 - Council bill pushes demand-based parking in crowded boroughs. DOT must set rates, tweak with notice. Exempt vehicles dodge new fees. Streets may shift. Pedestrians and cyclists watch the curb.

Int 0474-2024 sits in the Committee on Transportation and Infrastructure. Introduced February 28, 2024, by Julie Won and co-sponsored by Williams, Restler, Salaam, Bottcher, Riley, Brewer, Farías, and the Brooklyn Borough President. The bill orders DOT to create at least one dynamic parking zone per borough, with rates rising or falling by real-time demand. DOT must set the range before launch and give a week’s notice for changes. Vehicles with special permits stay exempt. The matter title reads: 'A Local Law to amend the administrative code of the city of New York, in relation to establishing dynamic parking zones.' No safety analyst has assessed the impact on vulnerable road users.

• File Int 0474-2024, NYC Council – Legistar, Published 2024-02-28

Feb 28 - Council bill pushes DOT to set surge-priced parking in every borough. Rates rise or fall with demand. Exempt cars keep their perks. Streets may shift, but the curb stays contested.

Int 0474-2024 sits in the Committee on Transportation and Infrastructure since February 28, 2024. The bill orders DOT to create at least one dynamic parking zone per borough, with rates that change by real-time demand. The matter title reads: 'A Local Law to amend the administrative code of the city of New York, in relation to establishing dynamic parking zones.' Council Members Julie Won (primary), Williams, Restler, Salaam, Bottcher, Riley, Brewer, and Farías (by request of the Brooklyn Borough President) sponsor the bill. Vehicles with special permits remain exempt from new fees. No safety analyst note was provided.

• File Int 0474-2024, NYC Council – Legistar, Published 2024-02-28

Feb 28 - Council bill pushes DOT to set surge-priced parking in every borough. Rates rise or fall with demand. Exempt cars keep their perks. Streets may shift, but the curb stays contested.

Int 0474-2024 sits in the Committee on Transportation and Infrastructure since February 28, 2024. The bill orders DOT to create at least one dynamic parking zone per borough, with rates that change by real-time demand. The matter title reads: 'A Local Law to amend the administrative code of the city of New York, in relation to establishing dynamic parking zones.' Council Members Julie Won (primary), Williams, Restler, Salaam, Bottcher, Riley, Brewer, and Farías (by request of the Brooklyn Borough President) sponsor the bill. Vehicles with special permits remain exempt from new fees. No safety analyst note was provided.

• File Int 0474-2024, NYC Council – Legistar, Published 2024-02-28

Feb 28 - Council wants 500 solar-lit crosswalks in five years. Bright signals cut through the dark. The bill demands action and a study. Safety for walkers, not drivers. No more hiding in the shadows.

Int 0301-2024, now laid over in the Committee on Transportation and Infrastructure, was introduced on February 28, 2024. The bill orders the Department of Transportation to install at least 100 illuminated, solar-powered traffic control devices at crosswalks each year for five years. The matter title reads: 'A Local Law...in relation to the installation of solar-powered crosswalks.' Council Member Lincoln Restler leads, joined by Menin, Brooks-Powers, Rivera, and others. The bill also requires a study comparing these devices to standard signs. The city must report findings within two years. The goal: more visible crossings, fewer deadly impacts.

• File Int 0301-2024, NYC Council – Legistar, Published 2024-02-28

Feb 28 - Council moves to form a board on school crossing guard deployment. NYPD, DOT, and DOE must report twice a year. The aim: more eyes on street danger where kids cross.

Bill Int 0448-2024 sits in the Committee on Public Safety after introduction on February 28, 2024. The bill, titled "A Local Law to amend the administrative code...in relation to an advisory board on crossing guard deployment," calls for NYPD, DOT, and DOE to join an advisory board. The board must send biannual reports on crossing guard needs to the Mayor, Council Speaker, and Police Commissioner. Council Member Kamillah Hanks leads as primary sponsor, joined by Stevens, Schulman, Salaam, and others. The Bronx Borough President requested the bill. The board’s reports could spotlight gaps and push for better protection at dangerous crossings.

• File Int 0448-2024, NYC Council – Legistar, Published 2024-02-28

Feb 28 - Council eyes bigger NYPD tow pounds. Bill demands enough space to haul away law-breaking cars. Public reports would track towing. Committee shelves action. Streets wait.

Int 0179-2024, now laid over in the Committee on Public Safety, would require the NYPD to run tow pounds with enough capacity to deter illegal driving. The bill, introduced February 28, 2024, and discussed again on April 28, 2025, reads: 'A Local Law to amend the administrative code of the city of New York, in relation to police department tow pound capacity.' Council Member Kamillah Hanks led as primary sponsor, joined by Feliz, Farías, Narcisse, Restler, Hudson, Louis, and Holden. The bill also calls for public reports on towing operations. No safety analyst has yet assessed its impact on vulnerable road users.

• File Int 0179-2024, NYC Council – Legistar, Published 2024-02-28

Feb 25 - For the second year, DOT failed to meet legal targets for new protected bike and bus lanes. Council Member Brooks-Powers slammed the slow pace. Cyclist deaths hit a 21st-century high. Promises broken. Streets remain deadly. Progress stalls. Riders pay the price.

On February 25, 2024, the City Council, led by Transportation Committee Chair Selvena N. Brooks-Powers (District 31), publicly criticized the Department of Transportation for missing legal mandates on new bus and bike lane construction. The matter, titled 'Spinning wheels: Adams admin misses legal benchmarks for new bus, bike lanes for second year in a row, DOT data shows,' revealed DOT built only 31.9 miles of protected bike lanes and 5.2 miles of protected bus lanes in 2023—far short of the 50 and 30 miles required by the Streets Master Plan. Brooks-Powers stated, 'The Streets Plan is the law, and the Department of Transportation is still failing to fulfill its legal obligations.' She promised to hold DOT accountable at an upcoming budget hearing. The city also lagged on bus stop upgrades, completing just 54 out of 500 required. Cyclist fatalities soared to 30 in 2023, the highest this century. Advocates and council members warn that continued delays and weakened projects put vulnerable road users at greater risk.

• Spinning wheels: Adams admin misses legal benchmarks for new bus, bike lanes for second year in a row, DOT data shows, amny.com, Published 2024-02-25