Port Richmond Bleeds While City Leaders Look Away

A cyclist died on the Washington Bridge. His family demands the city finish the promised protected bike lane. DOT delays leave riders exposed. Advocates say working-class immigrants and delivery workers face daily danger. The city’s promises remain unkept. The calls grow louder.

On May 30, 2024, the family of Zenaido Rosas-Pinzon, killed by a driver on the Washington Bridge, demanded the Department of Transportation (DOT) complete its long-delayed protected bike lane. The DOT had pledged to convert a car lane into a two-way protected bike path by fall 2023, but the project remains unfinished. The matter centers on the urgent need for safe cycling infrastructure: 'It's a crowded route, people are coming to and from work. It’s necessary to have a lane that is especially for the bikes,' said Cruz Rosas-Ponzon. Advocacy groups, including Transportation Alternatives, and delivery worker organizations highlight the deadly risk for working-class immigrants and deliveristas. DOT spokesman Vin Barone claims progress, but delays persist. The family’s demand is clear: finish the lane, prevent more deaths.

• Family of Killed Bronx Cyclist Demands DOT Finish Washington Bridge Bike Lane, Streetsblog NYC, Published 2024-05-30

Senate backs S 9718. Bill orders safe street design for all. Cyclists, walkers, and riders get new protections. Some senators vote no. The car’s grip loosens, but danger remains.

Senate bill S 9718, titled 'Enables safe access to public roads for all users by utilizing complete street design principles,' passed committee votes on May 28 and June 3, 2024. Primary sponsor Sean Ryan, with co-sponsors Liz Krueger, Monica Martinez, Jack M. Martins, Anthony H. Palumbo, and Julia Salazar, pushed the measure. The bill mandates street designs that protect everyone, not just drivers. Most senators voted yes, but a block of no votes showed resistance. The bill’s language centers vulnerable users. It marks a shift: streets must serve people, not just cars.

• File S 9718, Open States, Published 2024-05-28

Council moves to light up step streets. At least 25 stairways each year will get new lamps. Dark paths become visible. Pedestrians gain ground. Shadows shrink. Danger loses its cover.

Int 0875-2024 sits in the Committee on Transportation and Infrastructure after introduction on May 16, 2024. The bill reads: 'A Local Law to amend the administrative code of the city of New York, in relation to requiring the installation of pedestrian lighting on step streets.' Prime sponsor Joann Ariola, joined by sixteen co-sponsors, pushes for at least 25 step streets to be lit each year until all are covered. Step streets are open-air staircases linking streets at different heights. The bill aims to strip darkness from these paths, making them safer for people on foot. No safety analyst note was provided.

• File Int 0875-2024, NYC Council – Legistar, Published 2024-05-16

Council bill targets repeat pedal-assist bike violators. Three strikes trigger a mandatory safety course. Ignore the course, lose your bike. DOT will track results. Three-year pilot. Enforcement, not education, leads.

Int 0874-2024 sits in the Committee on Transportation and Infrastructure. Introduced May 16, 2024, by Council Members Ariola (primary), Hanks, Hudson, Louis, Mealy, and Banks, the bill orders DOT to launch a pilot abatement program for unsafe pedal-assist bicycle operators. The bill summary states: 'Pedal-assist bicycle operators who accrue 3 or more moving violations under city law would be required to take a safe pedal-assist bicycle operation course offered by DOT.' Noncompliance means bike impoundment. DOT must report on course completions, impounds, and program effectiveness. The pilot sunsets after three years. The bill aims to curb reckless riding through strict enforcement.

• File Int 0874-2024, NYC Council – Legistar, Published 2024-05-16

A new study shows electrifying every diesel bus in America would slash pollution and greenhouse gases. The biggest gains come in dense city neighborhoods. Diesel buses choke streets with toxic air. Electric buses could clear the air and save lives.

On May 14, 2024, a Carnegie Mellon University study analyzed the impact of electrifying America’s bus fleet. The report, highlighted in Streetsblog NYC, found that replacing diesel buses with electric models could cut 40 million metric tons of greenhouse gases by 2035. The study summary states, 'America would reap massive public health and emissions-reduction benefits from electrifying its bus fleet.' Researcher Sofia Martinez said, 'We definitely need to be advocates for electrification, and for reducing greenhouse gas emissions and air pollutants in any way we can.' The study urges more federal subsidies to speed up the transition. Even replacing aging diesel buses as they retire would cut 35 million tons of CO2. The report stresses the greatest public health gains would come from electrifying buses in the most densely populated neighborhoods, where diesel pollution hits hardest. The study calls for urgent action to protect city dwellers from toxic air.

• What Would Happen if We Electrified Every Bus in America?, Streetsblog NYC, Published 2024-05-14

Mayor Adams backs lower speed limits but calls crashes ‘accidents.’ He urges drivers to slow down, yet hedges on citywide changes. The Council and DOT hold the power. Advocates say language matters. Streets remain deadly. Action lags. Lives hang in balance.

On May 8, 2024, Mayor Eric Adams publicly supported lowering speed limits after the passage of 'Sammy’s Law,' which allows New York City to reduce limits to 20 mph on most roads. The law, passed in the state budget, excludes wide, multi-lane roads in the outer boroughs. Adams said, 'I do believe as New Yorkers we need to slow down,' but repeatedly referred to preventable crashes as 'accidents,' a term advocates reject for removing driver responsibility. The City Council must legislate any citywide speed limit change, while the Department of Transportation (DOT) can adjust limits on specific streets after community input. Council Transportation Chair Selvena Brooks-Powers and Speaker Adrienne Adams pledged to 'collaborate and negotiate' with City Hall. Deputy Mayor Meera Joshi stressed the need for street redesign and legal reform, noting, 'This is not a problem that goes away on its own.' Despite new authority, the Adams administration has lagged on safe street infrastructure. The city faces its deadliest start to a year in the Vision Zero era, with 60 killed in the first quarter.

• Adams Backs Lower Speed Limits, Calls Crashes ‘Accidents’, Streetsblog NYC, Published 2024-05-08

A sedan hit a 14-year-old girl crossing Forest Avenue away from a crosswalk. The car’s left front bumper struck her. She suffered abrasions and arm injuries. The driver continued straight. No driver errors listed.

According to the police report, a 14-year-old female pedestrian was injured while crossing Forest Avenue at a location not at an intersection or crosswalk. She suffered abrasions and injuries to her elbow, lower arm, and hand. The vehicle, a 2023 Hyundai sedan, was traveling westbound and struck her with its left front bumper while going straight ahead. The report lists no explicit driver errors or contributing factors. The pedestrian’s action is noted as 'Crossing, No Signal, or Crosswalk,' with contributing factors marked as 'Unspecified.' The report does not assign blame but details the collision and resulting injuries.

• Motor Vehicle Collisions – CrashID 4722826 - Crashes, Persons, Vehicles , NYC Open Data, Accessed 2025-08-04

Two sedans crashed at Port Richmond Avenue. Driver distraction sent metal into metal. Three people suffered head injuries and whiplash. Both cars took damage to their front ends. The street fell silent after impact.

According to the police report, two sedans collided near 432 Port Richmond Avenue at 9:00 PM. One car was heading south, the other turning north. The crash struck both vehicles at the left front bumper. Police cite 'Driver Inattention/Distraction' as the cause. Three people—two passengers and one driver—sustained head injuries and whiplash. All were restrained by lap belts and harnesses. No one was ejected. The report lists no errors or contributing factors for the injured, focusing solely on driver distraction as the cause.

• Motor Vehicle Collisions – CrashID 4722446 - Crashes, Persons, Vehicles , NYC Open Data, Accessed 2025-08-04

Senate bill S 9162 aims to kill congestion pricing, shake up the MTA board, and order a forensic audit. Streets stay clogged. Riders and walkers face more danger. Sponsor: Jessica Scarcella-Spanton.

Senate bill S 9162 was introduced on May 2, 2024, and is in the sponsorship stage. The bill's title: 'Relates to repealing congestion pricing (Part A); commissioning an independent audit of the metropolitan transportation authority (Part B); and conducting an environmental impact study (Part C).' Senator Jessica Scarcella-Spanton (District 23) is the primary sponsor. The bill would repeal congestion pricing, expand the MTA board, and require a forensic audit. No safety analysis was provided, but repealing congestion pricing keeps traffic thick and streets hostile for New York’s most vulnerable.

• File S 9162, Open States, Published 2024-05-02

Fifty low-income New Yorkers now tap OMNY for Fair Fares. The 90-day pilot brings discounted rides to the MTA’s tap-and-go system. Officials promise wider rollout. Riders get easier access. The city inches toward all-door bus boarding. Barriers remain for many.

On May 1, 2024, the MTA and city officials launched a 90-day OMNY pilot for 50 Fair Fares participants. The pilot, announced by MTA Chief Customer Officer Shanifah Rieara, aims to expand OMNY access for low-income riders. Fair Fares gives half-priced rides to New Yorkers earning up to 120 percent of the federal poverty line. The bill’s matter: 'New Yorkers who participate in the city's half-priced transit program Fair Fares will finally be able to use OMNY.' Mayor Adams and the City Council raised eligibility last year, but advocates want broader access. MTA Chairman Janno Lieber called OMNY key for proof-of-payment checks. David Jones, Community Service Society CEO and MTA Board member, supports OMNY for Fair Fares and urges non-police fare enforcement. The pilot follows delays tied to vending machine deployment. About 800,000 New Yorkers qualify for Fair Fares, but only 331,000 are enrolled. The city and MTA plan to expand OMNY to all Fair Fares users by year’s end.

• EXCLUSIVE: OMNY Debuts on Fair Fares After Delays, Streetsblog NYC, Published 2024-05-01

Council orders swift removal of abandoned and unplated cars. Streets clear in 72 hours. Police target vehicles with missing or fake plates. Fewer hazards for those on foot and bike.

Int 0857-2024, now at the Mayor's desk, passed the Committee on Transportation and Infrastructure on April 18, 2024. The bill states: 'A Local Law to amend the administrative code... in relation to vehicles reported as abandoned to the department of sanitation.' Sponsored by Selvena N. Brooks-Powers (primary) and co-sponsored by over a dozen council members, it forces the Department of Sanitation to remove derelict vehicles within 72 hours and empowers NYPD to tow cars with missing or obscured plates or stickers. The law aims to clear street hazards fast, reducing risks for pedestrians and cyclists.

• File Int 0857-2024, NYC Council – Legistar, Published 2024-04-18

Landmarks officials cleared a new e-bike hub for delivery workers outside City Hall. The vote was 8-1. The hub replaces an empty newsstand. It offers charging, rest, and repairs. Community Board 1 objected. The project moves forward after delays and pushback.

On April 17, 2024, the Landmarks Preservation Commission (LPC) approved a delivery worker e-bike hub outside City Hall by a vote of 8-1. The matter, described as a 'federally funded delivery worker charging station and rest stop,' required LPC review due to its location in a historic district. The project is backed by federal funds secured by Sen. Chuck Schumer. Commissioner Jeanne Lutfy said, 'People need to make a living, they need to make a safe living, and they need to be able to recharge batteries, they need to be able to rest.' Vice Chair Frederick Bland voiced support for the hub's function and design. Commissioner Mark Ginsberg suggested minor design changes. Manhattan Community Board 1 opposed the plan, citing sidewalk encroachment and lack of restrooms. The Parks Department will contract the Workers Justice Project to staff the hub. The project faced delays but is now set to open in late fall. No formal safety analyst assessment was provided.

• Landmarks Officials OK Delivery Worker Hub Outside City Hall, Streetsblog NYC, Published 2024-04-17

Manhattan’s bike network is broken. Eleven miles of missing lanes leave cyclists exposed. Most deaths happen outside protected lanes. The city promised more, but progress stalls. Riders want safety, not scattered paint. The call: connect the gaps, save lives.

This opinion piece, published April 15, 2024, urges the city to address gaps in Manhattan’s protected bike lane network. The article highlights that only 3 percent of streets have protected lanes, and 94 percent of cyclist deaths occur outside them. The Department of Transportation (DOT) is required to build 50 miles of protected lanes per year but has missed targets. The author writes, 'quality matters over quantity,' arguing that well-integrated lanes save more lives than disconnected stretches. The piece maps 11.7 miles of missing protected lanes below 60th Street, calling for a one-time investment to connect the Central Business District. The author urges DOT to prioritize quality infrastructure, not just numbers. No council members are named; this is a public call to action.

• Opinion: Connect the Dots of Manhattan’s Missing Bike Lanes, Streetsblog NYC, Published 2024-04-15

The FARES Act would slash commuter rail fares for low-income New Yorkers. Riders trapped by high prices could reach Manhattan or Brooklyn in half the time. The bill targets the city’s transit deserts, unlocking faster, fairer travel for working-class families.

The FARES Act, now in the State Senate’s one-house budget, aims to expand Fair Fares to the Long Island Rail Road and Metro-North within New York City. The bill would create a weekly CityTicket and extend discounts for seniors and people with disabilities. The matter summary reads: 'Expand Half-Priced Fares to Unlock Commuter Rail for Working Class New Yorkers.' Samuel Santaella, an eastern Queens resident, voices strong support: 'Expanding Fair Fares to include the LIRR would revolutionize my options.' The proposal is backed by Riders Alliance and other advocates. No formal council vote has occurred. The act would cut trip times for outerborough residents and make fast, safe rail travel affordable for thousands.

• OPINION: Expand Half-Priced Fares to Unlock Commuter Rail for Working Class New Yorkers, Streetsblog NYC, Published 2024-04-09

An SUV struck a cyclist on Castleton Avenue near Rector Street, shredding his leg and leaving blood on the asphalt. The rider remained conscious despite severe injuries. The SUV continued north, the bike veered west, mangled and broken in the street.

According to the police report, a man riding a bike was hit by the front center of an SUV traveling north on Castleton Avenue near Rector Street. The collision caused severe injuries to the cyclist's leg, described as torn with blood on the asphalt. The cyclist remained conscious after the impact. Both vehicles were traveling straight ahead before the crash. The SUV struck the cyclist on the bike's left side doors. The report lists contributing factors as unspecified for both parties, providing no direct driver error such as failure to yield. The cyclist was not wearing a helmet, but this was not cited as a contributing factor. The narrative highlights the violent impact and the SUV's role in the collision, noting the SUV kept moving north while the bike veered west, left mangled in the street.

• Motor Vehicle Collisions – CrashID 4715137 - Crashes, Persons, Vehicles , NYC Open Data, Accessed 2025-08-04

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

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

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

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

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