TESTIMONY: Transportation Alternatives Comment on Proposed Outdoor Dining Rules

Outdoor dining has been a boon to New York City’s small businesses and New Yorkers across the five boroughs. During the early days of the pandemic, the City’s expanded outdoor dining program saved 100,000 jobs, and in the years since the outdoor dining program has given New Yorkers more options to eat and socialize and corrected the inequities of the old sidewalk cafe program.

On Open Streets with outdoor dining, there are now more businesses than before the pandemic. As New York’s economy continues to recover from the pandemic, it is critical we support the vibrancy of our neighborhoods and local businesses. 

41% of outdoor dining restaurants are in community board districts where the majority of residents were people of color — about double the share of the pre-pandemic program, according to a recent report from NYU. The current outdoor dining program’s success in expanding where New Yorkers can eat safely outside should be invested in, not scaled back. 

Outdoor dining should be year round. A seasonal outdoor dining program is prohibitive to small restaurants, who may not have the resources to build new structures each year or store materials during the off-months. Small businesses are the fabric of our city, and we should be supporting them, not punishing them. Additionally, Sunday outdoor dining should start at 8 a.m., just like every other day of the week. 

DOT values a parking spot at up to $207 a day, or up to $6,210 for a month. This presents significant revenue opportunities for the City of New York and these funds should be reinvested in bolstering the program, such as grant funding for small businesses who might not otherwise afford outdoor dining spaces, or tree guards to protect trees next to outdoor dining structures.

Outdoor dining is an important lifeline for people with health vulnerabilities that make indoor dining prohibitive. Banning outdoor dining for a third of the year removes a safer social experience for many New Yorkers who rely on open air opportunities. We do commend DOT’s inclusion of a mandate to make the outdoor dining structures ADA-compliant, and we appreciate the clear sidewalk access provision in these proposed rules. 

As part of these proposed rules, DOT is requiring  20 feet of clearance from crosswalk to the outdoor dining setup. Keeping this space clear saves lives by increasing visibility for pedestrians, bike riders, and drivers and should be applied to every intersection in the City — included for parked cars, which the City of New York continues to override state law and allow parking up to the curb. This space can be used in ways that support the City’s broader goals, like greenery beds to mitigate flooding, or other amenities.  

In sum, we call on the City to do more to make sure outdoor dining is a successful, accessible, and joyful program for New Yorkers to enjoy. 

Statement from Transportation Alternatives After Drivers Kill 71-Year-Old Woman Killed, Critically Injure 73-Old-Man in Woodhaven

Traffic violence has killed 229 people in 2023  — six more than were killed by this point last year. 

Four New Yorkers killed in traffic violence the same weekend as World Day of Remembrance.

QUEENS, NY — On Saturday evening, the driver of a BMW sedan and the driver of a Toyota sedan struck 71-year-old Tonci Budija and a 73-year-old man as they crossed the street on Woodhaven Boulevard near Park Lane South in Woodhaven, Queens. Both pedestrians were brought to the hospital, where Tonci Budija died from her injuries and the man remains in critical condition.

This intersection lacks even basic safety interventions, such as leading pedestrian intervals that give people crossing the street a head start, despite 37 injuries in the past five years. DOT previously promised to install these on all new Vision Zero priority corridors, such as Woodhaven Boulevard, by the end of 2019. The DOT’s own data shows that leading pedestrian intervals reduce killed and severely injured rates for pedestrians by over 34%.

Statement from Transportation Alternatives Executive Director Danny Harris:

“We are devastated to learn that traffic violence has killed another one of our neighbors. We send our deepest condolences to the loved ones of 71-year-old Tonci Budija.”

“At World Day of Remembrance, we honored the New Yorkers killed and seriously injured in traffic violence this year and, the very same weekend, this preventable crisis continues to claim more lives.”

“We demand urgent action from Mayor Adams to redesign streets for safety as legally mandated by the  NYC Streets Plan.”

Comptroller Lander, Queens BP Richards, State Sen. Gonzalez, AM Mamdani, AM Simon, TA March with Families for Safe Streets Members to Honor Crash Victims at World Day of Remembrance

Traffic violence has killed 226 people in 2023  — a 26% increase over 2018, the safest year under Vision Zero.

QUEENS, NY — Comptroller Brad Lander, Queens Borough President Donovan Richards, State Senator Kristen Gonzalez, Assemblymember Zohran Mamdani, Assemblymember Jo Anne Simon, and representatives from Transportation Alternatives joined with Families for Safe Streets members in Astoria Park to honor the 226 people who have been killed, and more than 2,247 seriously injured in traffic violence this year in New York City. 

New York City’s World Day of Remembrance event is one of scores of events across the world. The march happened just hours after a motorcycle rider was critically injured by a hit-and-run in Astoria, underscoring the urgent need to build safe streets in New York City.

“My son Jayden deserved the chance to grow up. Instead, traffic violence robbed him of his future,” said Families for Safe Streets member Porscha McLaurin. “No parent should have to experience the pain that we, and countless parents across New York City, have felt. On this World Day of Remembrance, we need our leaders to commit to taking action to save lives across New York City. Traffic violence can and must be prevented.”

“On World Day of Remembrance, we honor and remember the 226 New Yorkers killed and 2,247 seriously injured in traffic violence this year – these are not statistics, but our loved ones, our neighbors, our friends.” said Danny Harris, Executive Director of Transportation Alternatives. “Each death and serious injury must be an urgent call to action for our elected officials to end traffic violence on our streets. New York City has the tools, data, and expertise to achieve Vision Zero, but we need the political will to make safety a reality for everyone who walks, bikes, and drives in New York. Today, and every day, we demand from our leaders - no more excuses, no more empty promises, no more endless studies – make our streets safe now.”

Families for Safe Streets members also unveiled their goals for 2024. At the city level, FSS is fighting for holistic neighborhood-wide safety plans, which includes universal daylighting (repurposing parking spaces closest to intersections to improve visibility), Open Streets, school streets, bike boulevards, protected bike lanes, and more to keep every New Yorker safe.

At the state level, FSS is fighting for Albany to pass Sammy’s Law – legislation that would allow New York City to control its own speed limits – legislation to mandate the worst-of-the-worst repeat speeders have intelligent speed assistance installed in their vehicles, and an expanded and strengthened speed and red-light safety camera program. 

Traffic fatalities in 2023 remain high. Traffic violence has killed 226 people in 2023  — a 26% increase over 2018, the safest year under Vision Zero – and this year has been the second deadliest year for cyclists in recorded history. Crashes have also killed nine children this year.

Statement from Transportation Alternatives After Drivers Strike and Kill Three New Yorkers in 24 Hours

Traffic violence has killed 223 people in 2023  — a 25% increase over 2018, the safest year under Vision Zero.

NEW YORK, NY — New York City is reeling from three pedestrians killed within 24-hours. On Thursday night, a driver struck and killed a 72-year-old woman crossing Marine Avenue and 96th Street in a hit-and run in Fort Hamilton, Brooklyn. The next morning, the driver of a pickup truck struck and killed a pedestrian in the crosswalk at 47th Street and 7th Avenue in Midtown Manhattan. A few hours later, the driver of a mobile boom lift struck and killed a New Yorker crossing First Avenue and Seventh Street in the East Village. 

These deaths come one day after Mayor Eric Adams announced new major budget cuts for New York City, including a 5% cut for every city agency. This will threaten the Department of Transportation’s ability to build critical street safety infrastructure and meet the goals of Vision Zero. 

Seventh Avenue is the most dangerous street in all of New York City for pedestrians, and the only street in Manhattan that has gotten deadlier over the last decade. Despite pedestrian volumes at this intersection skyrocketing over the last decade, the City has added no additional pedestrian space. 

Statement from Transportation Alternatives Executive Director Danny Harris:

“We are heartbroken and angry to learn that three New Yorkers walking were stuck and killed by drivers in the past 24-hours. Our thoughts are with their families, friends, and loved ones as they mourn these horrific and preventable losses.”

“This year has been the safest for pedestrians in the Vision Zero era – a relief for New Yorkers seeking to cross the street without fear – but even these successes are in jeopardy as traffic violence increases and our City prepares for painful budget cuts. We cannot ever afford to compromise on safety, and our leaders can’t defund critical, essential safety infrastructure – especially as we mourn the 223 people killed and 2,247 people seriously injured on New York City’s streets this year.”

“This weekend, we will be marching arm-in-arm with New Yorkers who have lost a loved one to traffic violence at the annual World Day of Remembrance. Tragically, we now welcome three additional families to stand alongside countless New Yorkers killed and injured in preventable crashes. Vision Zero isn’t just a slogan but a call to action, and we won’t stop until every New Yorker can walk, bike, take the bus, or drive without fear of death or serious injury on our roads.” 

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Statement from Transportation Alternatives After Two Hit-and-Run Drivers Strike and Kill 46-Year-Old Man in Brooklyn

Just two weeks ago, another Brooklyn resident was killed by two hit-and-run drivers.

Traffic violence has killed 220 people in 2023  — a 25% increase over 2018, the safest year under Vision Zero.

BROOKLYN, NY — On Monday night, a driver struck a 46-year-old man crossing 37th Street and Fort Hamilton Parkway in a hit-and-run in Borough Park Brooklyn. Moments later, another driver of a minivan struck the same man in a second hit-and-run.

This intersection is missing even the most basic safe streets infrastructure. The intersection lacks turn calming, daylighting, curb extensions, leading pedestrian intervals – a 5-7 second head start for pedestrians before cars can turn – re-timed lights to 25 mph, or even sidewalks on both sides of the street. 

Statement from Transportation Alternatives Deputy Executive Director for Public Affairs Elizabeth Adams:

“We are horrified to learn that a fellow New Yorker was struck by multiple hit-and-run drivers in Brooklyn last night – less than four miles from where another New Yorker was struck by two hit-and-run drivers only two weeks ago, and just four blocks from where a cyclist was killed last month. We send our deepest condolences to his entire community.”

“We know how to prevent these tragedies, but New York City leaves too many of its intersections dangerous and even deadly. The intersection where two drivers hit this pedestrian doesn’t even have a sidewalk on both sides of the street. There’s no daylighting to increase visibility. This intersection is in desperate need of safety upgrades, but it was left without even the most basic street safety infrastructure.”

“Clearly, New York City must also take action to hold these hit-and-run drivers accountable. It’s unacceptable that four drivers hit fellow New Yorkers and kept going, and we can’t allow them to evade justice and accountability. Last month, the City let the Dangerous Vehicle Abatement Program – a critical program that required repeat speeders to take a safety course or have their cars impounded – expire without any plan to strengthen or reauthorize it. These reckless drivers are making our streets less safe, and our elected leadership must do more to protect New Yorkers from both dangerous drivers and dangerous streets.” 

Coalition Led by Transportation Alternatives, Los Deliveristas Unidos, Open Plans, and StreetsPAC Calls on New York City Council to Reject E-Bike Registration Bill

Bike registration has repeatedly proven to be ineffective and expensive.

211 New Yorkers have been killed in traffic crashes this year – 99% from cars and trucks. 

NEW YORK, NY — On Thursday, a coalition of 31 safe streets, climate justice, and immigrant rights advocates led by Transportation Alternatives, Los Deliveristas Unidos, Open Plans, and StreetsPAC sent a letter calling on the New York City Council to reject Intro 0758-2022, Council Member Bob Holden’s bill to require registration and licensing for e-bikes. 

31 leading organizations on the frontlines of fighting for New Yorkers’ needs when it comes to immigrant rights, sustainability, worker justice, and street safety – including Make the Road, NYCLV, Street Vendors Project, Align NY, and more – have come together to resoundingly reject this misguided legislation.

Bike registration would fail to make our streets safer:

• Toronto, for example, extensively studied the question of bike licensing and concluded it was ineffective, costly, a waste of resources, and a bureaucratic nightmare.

• Cities that have adopted laws to register and license bikes have seen declining ridership, increased police stops in communities of color, and, ultimately, an increase in traffic violence. 

• 211 New Yorkers have been killed in traffic crashes this year, and in just the first six months of 2023, 1,361 were seriously injured. More than 99% of these deaths and injuries are caused by cars and trucks.

• Mandating “bike licenses” will encourage gas-powered mopeds, which are much heavier, faster, and more dangerous than bikes.

Instead of passing bike registration laws, elected officials should pass smart, targeted legislation to make the city’s streets safer. Legislation such as Intro 1168, Intro 1163-2023, S7703/A08052, and S3304/A4637 will immediately improve street safety, reduce fire risk, and increase accountability for e-bike riders, sellers, and app companies. 

Full Letter:

Dear Members of the New York City Council,

As advocates and leaders with a long history of working to advance safe streets and sustainable transportation, we are writing in regards to the growing challenge of new motorized modes, including e-bikes and mopeds, on our streets. As we embrace new ways to get around, we must advance proven, data-driven legislation that ensures safety – and addresses the conditions that leave pedestrians feeling unsafe – not short-term and reactionary policy that will make our streets more dangerous.  

The challenge of motorized transportation is broad and multifaceted, encompassing issues from battery fires to working conditions to safe street improvements. However, a vocal minority would have you believe that the answer is singular: the creation of a licensing and registration system for the hundreds of thousands of New Yorkers who ride bikes every day, whether to take their kids to school, to commute to work, or as their profession. 

Advancing legislation, like Intro 0758-2022 or other bills that seek to license and register bikes, would be ineffective, dangerous, expensive, short-sighted, and bureaucratically complicated. Moreover, it would open a door to licensing all bikes, which would be disastrous for transportation in New York City, and roll back decades of work to give New Yorkers more affordable and sustainable means of traveling across the five boroughs. 

There is a wealth of data supporting opposition to this legislation. Bike licensing has been proposed in New York City multiple times before and always failed to generate popular support due to its implications: mainly, discouraging people from riding bicycles and reducing the number of people who do so, thus, making streets more dangerous for all users. Toronto, for example, extensively studied the question of bike licensing and concluded it was ineffective, costly, a waste of resources, and a bureaucratic nightmare. 

Cities that have adopted laws to register and license bikes have seen declining ridership, increased police stops in communities of color, and an increase in traffic violence. Bike licensing would threaten the livelihood of many, including New York City’s majority-immigrant food delivery workforce, and create a new cause for pretextual police stops in communities of color. Mandating “bike licenses” would also fuel a massive rise in gas-powered mopeds, which are antithetical to our climate goals, are often operated illegally, and operate at much faster speeds and with heavier curb weights than e-bikes, increasing the likelihood of a deadly crash. 

Today, our policies are not meeting the needs of our city. So far this year, 211 New Yorkers have been killed in traffic crashes, and in just the first six months of 2023, 1,361 were seriously injured. More than 99% of these deaths and injuries are caused by cars and trucks. Food delivery work has surpassed construction to become the single most dangerous occupation in New York City by an order of magnitude. Transportation remains the #2 source of greenhouse gas emissions in New York State. 

E-bikes are critical tools to address these challenges, and the best transportation option for many New Yorkers bringing children to school, commuting across boroughs to work, traveling with mobility issues, connecting with transit from transportation deserts, or working to deliver goods from one end of our city to the other. 

We believe that the City of New York must advance targeted and proven solutions to these challenges. Just as the city adapted when ride-hailing services disrupted our city, causing new obstacles as well as opportunities, it’s time for smart, actionable, and effective responses. 

As we develop new regulatory responses and policy proposals to address this problem, we believe that passing the following pieces of legislation, already introduced in the Council and state legislature, will immediately improve street safety, reduce fire risk, and increase accountability for e-bike riders, sellers, and app companies:

• Intro 1168: This bill would require delivery app companies to provide safe e-bikes at no cost to workers to reduce the risk of dangerous battery fires. Safe lithium batteries currently operate our electric vehicles, our laptops, and more; making e-bike batteries equally safe simply requires legislation to ensure access and top-down accountability. 

• Int 1163-2023: This bill would require workplace safety training and certification be provided to delivery workers and mandate that delivery app companies equip workers with bicycle safety equipment and identifiable headgear or visible stickers to ensure accountability and safety. Streets are also workplaces and we need safe practices for workers to ensure rules of the road are known and followed, and reckless behavior is prohibited. 

• S7703/ A08052: This bill would require a license and registration for mopeds be provided at point of sale, along with information on registration requirements and penalties for violating registration requirements. Mopeds and motorcycles are required to be licensed, however unlicensed mopeds have proliferated in the past year, and this legislation seeks to address a widespread problem by prohibiting these vehicles from entering our roadways. 

• S3304/A4637: This legislation would create a system of automated bike lane safety cameras. Research shows that lawless behavior by cyclists is done protectively, to avoid danger caused by large vehicles. Automated bike lane safety cameras would protect the bike lane as sacred spaces for bikes and e-bikes by discouraging cars and trucks from operating in them, and thus providing safe space for cycling and encouraging cyclists to comply with the law.

In the coming weeks, we will share additional proposals to address the regulatory issues at the heart of this challenge and support pedestrians, bike riders, and all street users. In the interim, we urge you to advance the above legislation and rescind sponsorship of Intro 0758-2022, for the safety of all New Yorkers and in the name of advancing effective, actionable, and feasible solutions to real problems. 

Sincerely,

34th Ave Open Streets Coalition

ALIGN: The Alliance for a Greater New York

Alliance for Paseo Park

Asian American Federation

Bike New York

Brooklyn Greenway Initiative

Chinese-American Planning Council (CPC)

DRUM - Desis Rising Up & Moving

Eastern Queens Greenway

El Puente Cycling Club

Families for Safe Streets

Lime

Los Deliveristas Unidos

Make Queens Safer

Make the Road New York

Neighbors for A Safer Austin Street

New York Bicycling Coalition

New York League of Conservation Voters

Oonee

Open Plans

Regional Plan Association

Riders Alliance

Ridgewood Rides

South Bronx Unite

STAR Academy PTA

Street Vendors Project

StreetsPAC

Transportation Alternatives

Tri-State Transportation Campaign

UP-STAND

WE Bike NYC

Statements from Transportation Alternatives and Council Member Chi Ossé After Two Hit-and-Run Drivers Strike and Kill 79-Year-Old Woman in Brooklyn

Traffic violence has killed 208 people in 2023  — a 25% increase over 2018, the safest year under Vision Zero.

96% of drivers who injured someone in a hit-and-run in 2022 were not arrested. 

BROOKLYN, NY — On Thursday night, an SUV driver struck a 79-year-old woman crossing New York Avenue at Herkimer Street in a hit-and-run in Bedford-Stuyvesant, Brooklyn. Moments later, the driver of a minivan struck the same woman in a second hit-and-run.

These crashes occurred inside a Senior Pedestrian Zone, where DOT investments are supposed to be made to increase safety for older New Yorkers. However, this intersection remained unchanged and unsafe. These zones can and should help guide investments required by the NYC Streets Plan.

Statement from Transportation Alternatives Executive Director Danny Harris:

“We are devastated to learn that a 79-year-old woman was struck by multiple hit-and-run drivers and killed in Bedford-Stuyvesant last night. We send our deepest condolences to her loved ones.”

“The City of New York has the tools to stop traffic violence, especially for older New Yorkers, but lacks the political will to make our streets safe. Specifically, the NYC Streets Plan legally requires hundreds of intersection upgrades and the creation of car-free pedestrian space, critical improvements that would make our streets safer for older New Yorkers. Despite this, the intersection of Herkimer Street and New York Avenue — a known-dangerous area for senior pedestrians — has received no safety upgrades.”

“New York City must also do more to hold hit-and-run drivers accountable. It’s unacceptable that two drivers hit a fellow New Yorker and kept driving. We cannot allow reckless and deadly drivers to make our streets dangerous, and these drivers must be held accountable.” 

Statement from New York City Council Member Chi Ossé:

“Traffic crashes and fatalities need to be handled with the same urgency and prevention as all violent crimes. Historically, downward trends are followed by surges which only serve to remind us that traffic safety requires consistent and constant efforts. Earlier this week I reminded the administration about their delay in providing protection to existing bike lanes in our district. Safe infrastructure is key. Driver and pedestrian education is key. Responsible policies are key. My hearts and prayers are with the families of my district that are bereaved.”

Transportation Alternatives, Families for Safe Streets Statements After Driver of NYPD Tow Truck Kills 7-Year-Old Boy in Fort Greene

Nine children under 18 have been killed in traffic violence this year.

This is the 200th fatality of the year and the 73rd pedestrian killed.

BROOKLYN, NY — On Thursday morning, the driver of an NYPD tow truck struck and killed a 7-year-old boy as he rode a green kick-scooter with his mother in the crosswalk on Myrtle Avenue in Fort Greene, Brooklyn.

Today’s crash occurred just five blocks from where three-month-old Apolline Mong Guillemin was killed in 2021. After that crash, then-Borough President Eric Adams said, “We need a holistic re-thinking of our streetscape to stop this carnage, and deter the kind of reckless action we saw on this street the other night.”

Two years later, as mayor, the NYC Street Plan remains behind schedule and projects, including Ashland Place’s protected bike lanes just blocks away, are being undermined or blocked by the Adams administration.

Following the death of the 100th child since Vision Zero began, TA and Families for Safe Streets released recommendations to protect children on our streets. This includes universal daylighting at intersections, car-free streets at schools, and expanded safe routes to school. 

Statement from Danny Harris, Transportation Alternatives Executive Director:

“We are furious to hear that the driver of an NYPD tow truck struck and killed a 7-year-old boy today. No parent should have to bury their own child, and this devastating crash robbed this boy of the future he deserved to have.”

“Every single crash is preventable. We know how to make our streets safe for everyone, especially the youngest New Yorkers. Instead of redesigning our most dangerous roads and meeting the mandates of the NYC Streets Plan, Mayor Adams would rather play politics — watering down, delaying, and even canceling already-approved projects by his own Department of Transportation.”

“New Yorkers have had enough with this administration’s excuses on street safety. How many more children have to die before Mayor Adams takes action?” 

Statement from Amy Tam Lau, a Member of Families for Safe Streets: 

“A reckless driver killed my daughter, Allison, when she was only three years old. Allison was walking in the crosswalk, with the light, holding her grandmother’s hand. Her death has brought me unending, unfathomable pain, and I’m devastated to learn that another family is now experiencing the very worst day of their lives. Our city must do more to protect our youngest and most vulnerable pedestrians – there’s absolutely no reason a single child should be killed on our streets.”

TESTIMONY: Transportation Alternatives Calls For Supporting and Protecting Safe E-Bike Batteries, Devices, and Sales at City Council Hearing

NEW YORK — Today, the City Council’s Committee on Consumer and Worker Protection held an oversight hearing on batteries and powered mobility devices. As more New Yorkers turn to e-bikes, it’s critical that the City makes operating e-bikes accessible, affordable, safe, and sustainable. 

To this end, Transportation Alternatives supports Int 0819-2022, Int 0822-2022, Int 0998-2023, Int 1163-2023, Int 0998-2023, Int 1163-2023, and Int 1220-2023. TA also supports Int 1168-2023 with recommendations to strengthen the legislation. 

Read the full testimony below: 

NYC Consumer and Worker Protection Committee Hearing 
Testimony of Transportation Alternatives
Oct 23, 2023

Good afternoon, and thank you to Chair Velázquez and the members of the Consumer and Worker Protection committee for convening today’s legislative hearing on batteries and powered mobility devices. My name is Elizabeth Adams and I am the Deputy Executive Director for Public Affairs at Transportation Alternatives.

From wildfire smoke to flooded streets to the hottest summer on record – the climate crisis isn’t coming, it’s here. Transportation is the number two cause of greenhouse gas emissions in New York and we need to take action today to prevent the very worst impacts of climate change – by transitioning New Yorkers out of cars and toward walking, public transit, and electric micromobility.

E-bikes are uniquely successful at transitioning drivers out of cars and into more sustainable mobility options. On average, e-bike riders cut their car trips in half, improve air quality, and travel 340% further than on traditional bikes. A Portland, Oregon study found that if 15% of car trips were instead taken by e-bike, transportation-related emissions could decrease 12%.

As we work to transition to a sustainable transit and mobility future, it is important we implement effective measures to ensure safe use and accessibility. The bills being heard today offer solutions to regulate battery safety by retailers and put needed responsibility on companies, rather than target consumers and workers. 

We cannot let apprehension outpace smart policy when it comes to electric micromobility, otherwise we will be responsible for a shift to cars and gas-powered mopeds, at a time when progress is most critical. At the same time, we need a strong regulatory framework to meet the moment and ensure riders have access to safe batteries and safe devices. 

Mopeds and motorcycles that are unlicensed and unregistered do not belong on our streets, and elected leaders must take steps to prevent these devices from entering bike- and pedestrian-only spaces. Transportation Alternatives supports measures to require proof of license and registration at the point of sale, and establish significant signage and informational requirements both in-store as well as posted in bike lanes, on bridges, and among community groups. 

Safe e-bike usage also requires citywide investment and infrastructure. NYC should immediately develop a comprehensive public battery charging program and subsidize more affordable e-bike options. Delivery workers have shared challenges in finding safe and secure places to charge batteries, resulting in a shift to gas-powered mopeds on our streets. The City must also require app-based companies to make it possible for people to safely use e-bikes for work, and as such, we support Intro 1168, requiring third-party apps to supply devices at no cost to the worker. We recommend including strict measures to ensure delivery workers have adequate access to quality electric mobility devices and guard against any punitive actions against delivery workers by app companies.

Specifically, NYC should implement “Street Deliveristas Hubs'' as called for in Intro 0927, to include at least one public charging station in every City Council District, and require all New York City-owned buildings, including schools and NYCHA buildings, to provide fire-resistant charging stations on or near their premises.

The opportunity is here – but New York City has yet to do the work to meet the moment. Our bike lanes, our sidewalks, our greenways – these spaces are sacrosanct, and we must keep them free, clear, and safe. We know we need more car-free infrastructure to get more New Yorkers on bikes, but only 3% of our streets have a protected bike lane. 75% of our street space is dedicated exclusively to cars and trucks, forcing the rest of us to compete for scraps. This makes our streets chaotic, unsafe, cramped, and even deadly – but if we make different choices today, we can build streets that better and more equitably serve New Yorkers’ needs. With thoughtful and proactive policy, our leaders can make your commute faster, safer, easier, greener, and even more fun. 

TA offers the following feedback on bills under consideration today:

• Int 0819-2022, which requires the posting of lithium-ion battery safety guides in places of business and online retail platforms that sell powered mobility devices. TA supports this bill to help consumers make safe battery choices. 

• Int 0822-2022, establishes a battery safety certification for mechanics who work on powered mobility devices. TA supports this bill to ensure those working on battery-powered devices have the most up to date information and skills to safely repair these devices. 

• Int 0998-2023, record keeping and reporting on the disposal of rechargeable batteries used for powered mobility devices. TA supports this bill: safe disposal and recycling keeps batteries out of landfills and promotes a safe circular economy. 

• Int 1163-2023, creates a DOT-developed bicycle safety course for delivery workers and requires companies to provide their workers with safety equipment. TA supports the development of this course.

• Int 1168-2023, establishes local safety standards for powered mobility devices used for food delivery services and makes the third-party apps responsible for supplying these devices at no cost to the worker. TA supports measures that promote app accountability for the safety of their food delivery workers. We recommend including measures to ensure delivery workers have adequate access to quality mobility devices and guard against any punitive actions against delivery workers by app companies.

• Int 1220-2023 requires electric bike and scooter businesses to obtain a license to operate in the City. TA supports: we need seller safety and accountability for all, and a system to successfully implement this new regulatory framework. 

Transportation Alternatives further supports the resolutions calling for the passage of bills at the state and federal level setting standards for lithium ion batteries. 

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New York City Is On Track To Have the Deadliest Year For Bike Riders Since 1999, New Data From Transportation Alternatives and Families for Safe Streets Shows

Drivers of cars, trucks, and other large vehicles caused 99% of pedestrian fatalities.

Crashes killed 25 bike riders in the first nine months of this year.

New York City is on track to have the second deadliest year for bike riders in recorded history. 

NEW YORK — During the first nine months of 2023, traffic crashes killed 183 people, including 25 bike riders, according to a new analysis from Transportation Alternatives and Families for Safe Streets. 

This data comes after both the first and second quarters of 2023 were deadlier than the Vision Zero-era average. The 200th bike rider killed by traffic violence since the onset of Vision Zero was killed on September 21, and 2,339 total New Yorkers have been killed since the launch of Vision Zero.

“Mayor Adams has the tools to end traffic violence and yet he continues to put politics over people. We’re facing a crisis of traffic violence on our streets — 183 New Yorkers killed in traffic violence and the deadliest two years for bike riders under any mayor in recorded history,” said Danny Harris, Executive Director of Transportation Alternatives. “Announcements alone are not infrastructure. Promises won’t keep bike riders safe – but completed, fully-protected bike lanes will. The time to act is now. Fast track the Streets Plan without any more delays or excuses. Lives depend on it.”

“Just six months ago, my family was shattered forever by the loss of my sweet, caring 16-year-old son Jayden, who was killed riding his bike near our home in Queens by the driver of a speeding SUV. Jayden was a loving son, grandson, brother, nephew, cousin, and friend. To know Jayden was to love him and to love Jayden was to know him. Those who knew Jayden loved him. I miss him so much and feel pain every day on a level I once would’ve thought impossible,” said Families for Safe Streets member Porscha McLaurin. “We should not have to beg Mayor Adams and the City Council to complete legal requirements to build safe streets. The lack of action from Mayor Adams is insulting to people like me and everyone who has lost a loved one to traffic crashes. Mayor Adams, save other New Yorkers from knowing our pain. Act now. Make our streets safe.”

Key takeaways from the first nine months of 2023:

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New York City is on track to have the deadliest year for bike riders since 1999. This is already the deadliest first two years of any mayor’s term for bike riders in recorded history, and there are still three months left in 2023. 25 bike riders have been killed in the first nine months of this – 58% more than the Vision Zero-era average at this point, and ten more than were killed by this point in any of the past three years. 

This has been the second-safest year during the Vision Zero era for pedestrians. As fatalities for some other modes increased, this was the second safest first nine months for pedestrians since Vision Zero was announced. With political will and leadership, the City can take steps to keep vulnerable users safe, and must take more steps to protect bike riders.

94% of bike riders killed by a vehicle were killed on streets without protected bike lanes. Protected bike lanes save lives, and make streets significantly safer for all road users. They reduce fatalities and serious injuries for all road users by 18.1%. While cycling rates are up, the City’s protected bike lane production hasn’t kept up – based on the City’s own data, only 3% of New York City’s streets have a protected bike lane.

Cars, trucks, and other large vehicles caused 99% of pedestrian fatalities. The rise of SUVs and larger vehicles has had deadly consequences for the most vulnerable people on our streets. SUVs were the most lethal vehicles on our roads in the first nine months of 2023, killing 52 people in total, 36 of whom were walking or riding bikes. 

Motorist fatality rates are significantly higher in majority-Latino and majority-Black City Council Districts, respectively. The burden of traffic violence does not affect all areas of the city equally. In City Council districts where the majority of residents are Latino, motorist fatality rates were 23% higher and cyclist fatality rates were 15% higher than the citywide average, and in City Council districts where the majority of residents are Black, motorist fatality rates were 75% higher than the citywide average.

Council District 31 had the most fatalities during the first nine months of 2023. District 31, represented by Council Transportation and Infrastructure Committee Chair Selvena Brooks-Powers, continues to suffer the most traffic fatalities. During the first three quarters of the year, 11 New Yorkers were killed in District 31, three times more than the number of fatalities in the average council district. 

Here’s what our elected officials must do:

Finish the NYC Streets Plan. The legal mandates of the NYC Streets Plan are not optional. Last year, the Adams administration failed to build all of the required 30 protected bike lane miles. So far this year, they’ve completed just 13.5 out of 50 miles. In addition to protected bike lanes, the NYC Streets Plan requires the construction of new bus lanes, pedestrian space, upgraded intersections, and more. 

The City Council must pass Intro 417 to speed up bike lane construction. Under current law, bike lane projects are treated differently than other street improvement work, and there’s a required three month waiting period between announcing a bike lane project and breaking ground. This stall time is unique to bike lane projects and only makes it more difficult to build essential street safety infrastructure when our city needs it most. Intro 417 from Council Member Lincoln Restler, and co-sponsored by a majority of the City Council, would eliminate arbitrary waiting periods that apply only to bike lane projects.

The Adams administration must follow through with essential street safety projects. Since this summer, this administration has watered down or canceled vital projects — this includes the street redesign of McGuinness Boulevard; a busway on the second-most dangerous street for pedestrians citywide, Fordham Road; and the last stretch of Ashland Place. 

What elected officials are saying:

“Traffic violence has stolen the lives of too many New Yorkers, but it doesn’t have to be this way. We must prioritize safer streets to protect our communities and make the city a place where every New Yorker can move about safely and without fear,” said Manhattan Borough President Mark Levine. “Inaction is not an option when lives are at stake on our roads every day.”

“All New Yorkers, regardless of where they live or how they move around our city, deserve to be safe from traffic violence,” said Speaker Adrienne Adams. “The high volume of traffic crashes that have resulted in fatalities, including for cyclists, is both upsetting and preventable. As a city, we must take vital steps to make our streets safer and address the inequities in infrastructure investments that are prevalent in under-resourced communities. The Council will continue to work with all stakeholders to advance equitable policies and confront this crisis.”

"I am deeply alarmed by the high incidence of traffic violence this year, including and especially in my district,” said New York City Council Majority Whip Selvena N. Brooks-Powers, Chair of the Council’s Committee on Transportation and Infrastructure. "The report underscores the urgent need for investments in our street infrastructure and also reflects historic failures to prioritize investments in outer-borough communities like the one I represent. That's why the Council will vote this week on Introduction 1164 - to help ensure that under-resourced neighborhoods are receiving an equitable share of the City's infrastructure investments - and why we are holding the Department of Transportation accountable to meet its legal obligations under the Streets Plan. Street safety will remain the top priority of the Council's Committee on Transportation and Infrastructure." 

“The deadliest year for bike riders since 1999, and it's only been 24 years since then. Yet, somehow, we're going backward, not forward,” said Diana Ayala, Deputy Speaker of the New York City Council. “It's unacceptable that we, as a city, continue to allow this to happen. We made a commitment to achieve Vision Zero here in New York City, and it's about time that we get serious about fulfilling that promise.”

"The Adams Administration has failed to keep cyclists safe. Bike lane installations are down 23% and 2023 is on track to be one of the deadliest years on record for cyclists in the past 40 years. We must prioritize creating a truly protected network of bike lanes and implement essential safety improvements for pedestrians in order to make Vision Zero more than just a slogan,” said Council Member Lincoln Restler.

What advocates are saying:

"Our streets are broken — unsafe and unfair," said Riders Alliance Policy & Communications Director Danny Pearlstein. "Rather than cave to arrogant outsiders with their hands glued to their steering wheels, Mayor Adams must follow the Streets Plan law. Rather than empower vengeful drivers within City Hall, our mayor must keep his promise to bus riders and all New Yorkers who step outside and deliver the busways and safety improvements essential to New York's future."

“It is so sad and scary to see New York's traffic deaths reach record numbers. Every lost life this year, and every year, was preventable. Yet our leaders continue to equivocate on urgently needed street redesigns. Mayor Adams must correct course immediately and place New Yorkers' lives above all other interests. Every road user is at risk right now; our lives will depend on this administration's swift completion of the legally mandated Streets Plan, and a complete reprioritization toward safe, people-friendly, life-saving streets,” said Sara Lind, Co-Executive Director at Open Plans.

"These numbers on traffic deaths show just how much more we need to do to prevent traffic violence on New York City Streets. We know the tactics to calm traffic and provide safer spaces for cyclists and pedestrians can reduce car-inflicted injuries and death. We need our elected officials and agency leaders to do more to address these tragedies in the face of vitriol. Decisive action that fosters more effective organization and implementation for Vision Zero efforts can help us realize the safer streets we deserve,” said Maulin Mehta, New York Director, Regional Plan Association.

"Street safety is a workplace issue for New York City's 65,000 food delivery workers. The Worker's Justice Project and Los Deliveristas Unidos are committed to working with Transportation Alternatives, Families for Safe Streets, and elected officials at all levels of government to make New York City's streets safer for all," said Ligia Guallpa, Executive Director of the Worker's Justice Project. "Each day, our essential food delivery workers put their lives on the line in our streets. In order to better protect delivery workers and every New Yorker, we must bring all stakeholders to the table so that we can build a safe and equitable micro-mobility infrastructure."

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Amid Record-High Bike Deaths, Transportation Alternatives, Families for Safe Streets, and Members of the NYC Bike Family Demanded Mayor Adams Take Action Now

Traffic violence has killed 26 people riding bikes this year – the most ever in the Vision Zero era and second most in recorded history.

For cyclists, these are the deadliest first two years of any mayor in recorded history – and we still have 11 weeks to go.

Mayor Adams has failed to meet the legally-mandated requirements of the NYC Streets Plan. 

NEW YORK — Today, Transportation Alternatives, Families for Safe Streets, and the NYC Bike Family coalition rallied to demand Mayor Adams take immediate action to stop record-high levels of bike fatalities in New York City. 

“We shouldn’t have to be here, begging our city’s leaders to end a preventable crisis of traffic violence on our streets,” said Danny Harris, Executive Director of Transportation Alternatives. “We stand here for the 26 New Yorkers, killed riding a bike on Mayor Adams’ streets, who should be with us today. Swift and decisive action by Mayor Adams can reverse this trajectory. Real change, including meeting the mandates of the Streets Plan and supporting safety upgrades in all five boroughs, will save lives and spare countless New Yorkers from life-altering serious injuries. Mayor Adams: What are you waiting for? Will you be the mayor who protects New Yorkers from traffic violence or the one who lets it happen?”

This year, 26 New Yorkers have been killed while riding bikes – and more than 200 bike riders have been killed since Vision Zero began in 2014. More bike riders have been killed at this point in the year than during any other year under Vision Zero, and 2023 is on track for the second-most bike rider deaths in recorded history. 

Despite this, the Adams administration is missing key deadlines from the NYC Streets Plan and rolling back critical street improvement projects. The NYC Streets Plan and the individual street upgrades it requires are critical to achieving Vision Zero, New York City’s program to finally end traffic fatalities and serious injuries. 

Few of the promised 2023 bike lanes will be started or finished this year, and the Mayor’s Management Report shows that protected bike lane construction is down 22%.

The NYC Streets Plan went into effect in 2021, and legally requires the City of New York to build set amounts of protected bike lanes, bus lanes, and other critical safe streets infrastructure to save lives. Yet, the Adams administration is ignoring the law’s key requirements, and missing key deadlines last year and on track to miss even more again this year. Protected bike lanes save lives – every cyclist killed by a vehicle was riding on a street without a protected bike lane except for one – yet the City has only built 13.5 of the required 50 miles of lanes. 

At the same time, the City is reversing, diminishing, or delaying essential street improvement projects from McGuinness Boulevard to Fordham Road to Ashland Place to the Underhill Bike Boulevard. Planning and executing individual street upgrades on corridors across the five boroughs is critical to meeting the requirements of the NYC Streets Plan, and keeping all New Yorkers safe. 

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‘Mayor Adams Is Failing New Yorkers’: Transportation Alternatives Demands Action from Mayor Adams After 26th Bike Rider Killed in Traffic Violence in 2023

2023 is on track to be the second-deadliest year for bike riders in recorded history.

There are no protected bike lanes in the community board where the crash occurred.

Traffic violence has killed 185 New Yorkers in 2023.

BROOKLYN, NY — On Wednesday, Emanuel Patterson, 56, was killed while riding his bicycle after a box truck driver struck him at the intersection of Rogers and Clarkson Avenues in Flatbush, Brooklyn. Both Rogers and Clarkson are Vision Zero priority corridors – the top 7% most dangerous streets in New York City – according to the city’s Department of Transportation. 

This intersection has repeatedly proven to be dangerous. In the past five years, there have been 13 crashes injuring seven pedestrians and 11 motorists, including a senior pedestrian seriously injured when crossing with the signal, but it still lacks critical safe streets infrastructure like daylighting or a protected bike lane. 

Despite high cycling rates, Brooklyn is still behind when it comes to safe biking infrastructure. Only 16% of all on-street protected bike lanes are in the borough, and there are no streets with protected bike lanes in the community board where the crash occurred, despite the fact that the majority of households here do not own a car. 

On October 11, Transportation Alternatives, Families for Safe Streets, and a coalition of advocates, educators, business owners, and riders are joining together to honor the 26 bike riders killed and demand Mayor Adams take action to keep New Yorkers safe on his streets.

Statement from Transportation Alternatives Executive Director Danny Harris:

“We are heartbroken and outraged that another bike rider was killed by the driver of a box truck. We send our deepest condolences to the loved ones of Emanuel Patterson, the 26th New Yorker killed on a bike this year.”

“Mayor Adams is failing New Yorkers. More bike riders have been killed in traffic violence at this point in 2023 than any other year under Vision Zero and, yet, this mayor has advanced no concrete actions or plans to stop this preventable violence.”

“Instead Mayor Adams and his chief advisor, Ingrid Lewis-Martin, are actively undermining street safety projects that would protect New Yorkers — rolling back street safety redesigns of McGuinness Boulevard and Fordham Road, and threatening to tear up projects that have already been implemented. This is occurring as the City is already failing dangerously behind on their legal mandates of the NYC Streets Plan. Of the 50 miles required to be completed by the end of the year, only 13.5 have been finished to date.” 

“Mayor Adams, the choice is clear: Will you break ground on new street safety projects to protect New Yorkers or will families across the five boroughs continue to bury their loved ones because you refuse to act?”

Safe Streets Advocates Demand Action After Bus Driver Kills Bike Rider in Borough Park, 200th Bike Rider Killed In Vision Zero-era

2023 is on track to be the deadliest year under Vision Zero for bike riders.

Only 16% of all on-street protected bike lanes in New York City are in Brooklyn.

BROOKLYN, NY — Bike rider Luis Perez-Ramirez, 44, was killed Thursday after a school bus driver struck him on Fort Hamilton Parkway and 41st Street in Borough Park, Brooklyn. 

Community Board 12, where this crash occurred, is a designated Bicycle Priority District — showing the City of New York knows this area is dangerous for bike riders — but there are zero safety improvements or bike infrastructure at this intersection. DOT promised to install 75 miles of bike lanes by 2022 in the Bicycle Priority Districts — community boards with a high number of cyclists killed or severely injured and limited bike infrastructure — however, DOT missed its goal by almost 20 miles. 

Seven of the city’s 10 Bicycle Priority Districts are in Brooklyn. Despite high cycling rates, the borough is still behind when it comes to safe biking infrastructure. Only 16% of all on-street protected bike lanes are in Brooklyn, and less than 0.2% of streets have a protected bike lane in Community Board 12, despite the fact that the majority of households here do not own a car. 

Of the 200 cyclists killed under Vision Zero, by far the highest number were killed in Brooklyn. 77 of the 200 cyclists, or 39% of the fatalities, occurred in the borough, although it accounts for only 30% of New York City’s population. Additionally, 44% of bike riders killed this year were killed in Brooklyn. 

2023 is on track to be the deadliest year under Vision Zero for cyclists, and the 2nd deadliest year in recorded history. 

Statement from Transportation Alternatives Executive Director Danny Harris:

"We are heartbroken and angry to learn that New York City has lost the 23rd person riding a bike this year and the 200th bike rider in the Vision Zero-era.” 

“We demand more from Mayor Adams and our elected leaders to keep New Yorkers safe on our streets – especially streets and intersections they know are dangerous. From last week’s oversight hearing on the Streets Plan to the recently-released Mayor’s Management Report, it’s clear the Adams Administration is ignoring legal mandates to make our streets safer. Whether it's rolling back the McGuinness Boulevard redesign or canceling long-planned bus improvements on Fordham Road, this administration is not just neglecting safety — it's enabling future death and injury on the streets of New York City.” 

“We need action and leadership now. The growing number of people killed on our streets  should be taken as nothing less than an immediate call to action. Ignoring essential street safety projects, legal mandates, and dangerous streets will only intensify this crisis.”

“As a cyclist, Mayor Adams made a commitment to street safety and understands the challenges of riding in this city. However, we’ve seen time-and-time again his administration slow or stop street safety improvements, including protected bike lanes. New Yorkers need the mayor to prioritize our most vulnerable street users and advance the legal mandates of the Streets Plan without delay or excuse.”

Statement from Martha Valenzuela, a member of Families for Safe Streets:

“Four years ago yesterday, my beloved son Mario Valenzuela Jr. was riding his bike to play soccer with friends when he was struck and killed by a truck driver in Long Island City. Mario was just 14 years old. He was a sweet and caring son, brother, and friend, and he should still be here with us today. His entire life was in front of him, but he was taken from us because of our leaders’ failure to design safe streets. One bike rider killed is too many, but 200 is an unacceptable failure of New York City’s leaders to make streets safe for everyone using them. We send our deepest sympathies to the loved ones of the bike rider killed by preventable traffic violence.”

“Our leaders can and must stop this carnage, and it starts by finally putting human life ahead of vehicle speeds. No more studies, we demand concrete action now. The NYC Streets Plan isn’t optional — New Yorkers can’t afford any more delays on getting street safety projects built.”

‘The NYC Streets Plan Is Not Optional’: TA, Council Members, Advocates Demand Adams Administration Comply with Legal Requirements to Build Safe Streets Infrastructure

The City has installed just 10.7 miles of protected bike lanes out of the 50 required in 2023.

DOT has been allocated over $900 million to implement the Streets Plan, but has missed key legal deadlines.

During today’s hearing, a car crash killed the 172nd New Yorker this year alone – a woman walking with a stroller in Bath Beach.

NEW YORK — Transportation Alternatives today testified before the City Council Transportation and Infrastructure Committee and the Oversight Committee, demanding the Adams administration comply with the legal mandates of the NYC Streets Plan. With fewer than four months left in 2023, DOT is on track to miss many of the plan’s requirements for the second straight year. 

“The NYC Streets Plan is not optional. This administration cannot ignore the legal requirements outlined in the NYC Streets Plan that require the installation of protected bus and bike lanes, safety upgrades to intersections, the creation of car-free pedestrian space, and more,” said Elizabeth Adams, Deputy Executive Director for Public Affairs at Transportation Alternatives. “New Yorkers in every neighborhood need safe places to walk, bike, and play. Last year, New York City committed more than $900 million to implement the Streets Plan and we demand answers from the administration.”

The infrastructure the NYC Streets Plan requires to be built are proven to make our streets safer for everyone who uses them. Replacing a travel lane with protected bike lanes, pedestrian space, and intersection upgrades — as the plan mandates — are proven to reduce the number of road users killed or seriously injured.

Implementing the NYC Streets Plan is vital for New York City to reach Vision Zero, which aims to eliminate traffic deaths and serious injuries. This week, TA released a new dashboard visualizing serious injuries from traffic crashes. The dashboard shows the unequal impact of serious injuries in New York City, and the urgent need for the implementation of the NYC Streets Plan. Serious injury crashes are 21% higher in the 10 City Council districts with the greatest percentage of residents living below the poverty line and 15% higher in the 10 districts with the highest percentage of residents of color, compared to the citywide average.

Transportation Alternatives’ prepared testimony:

Joint NYC Transportation and Infrastructure & Oversight and Investigations Committee Hearing 
Testimony of Transportation Alternatives
September 12, 2023

Good afternoon, and thank you to Chair Brooks-Powers, Chair Brewer, and the members of the Transportation and Infrastructure and the Oversight and Investigations committees. My name is Elizabeth Adams and I am the Deputy Executive Director for Public Affairs at Transportation Alternatives.

Transportation Alternatives believes that our streets belong to the people of New York City, and we work with New Yorkers in every borough to build a future that rises to the needs of our communities. Thank you for convening this joint hearing on the progress of the Streets Plan and the bills under consideration for today. 

Streets Plan

The Streets Plan is both a legal requirement and our guiding document for mobility infrastructure improvements. A fully-implemented Streets Plan will create  safer streets, support more efficient travel, advance mobility justice, and fight the climate emergency. 

The Streets Plan includes yearly benchmarks, based on the requirements identified in Local Law 195. As of today, the City is far behind. In 2022, the City failed to meet the required numbers of both protected bike lanes or bus lanes. So far this year, the city continues to lag behind. DOT has built only 4.6 miles out of 30 required bus lane miles and 10.7 out of 50 required protected bike lane miles. The Streets Plan also sets requirements to expand pedestrian space, upgrade bus stops, improve the accessibility of our intersections and street space, and more – and these improvements are critical for making our streets safer and more pleasant for all. Without a public and transparent tracking system, the public is left in the dark about where many of these metrics stand.

As a legally-required mandate, DOT needs to comply this year. We recognize the challenges DOT faces, but there are projects that have been approved by community boards that have not yet moved from 2022 – and we are nearing the end of 2023. 

DOT was given $900 million in taxpayer funds to implement the Streets Plan, yet is behind on multiple key metrics. What is DOT’s plan to comply this year? 

Bills under consideration today:

• Int 2023-4007: The public needs transparent and up-to-date information on the progress of the Streets Plan. To that end, we applaud Chair Brooks-Powers’ new bill adding an investment roadmap to the Streets Plan, especially with its focus on increasing investments in environmental justice communities and communities with low levels of current investment. Annually identifying the level of investment in each community provides much needed information to the public. TA recommends making these reports an annual requirement, to start in 2024 rather than 2026.

• Int 0261-2022 requires curb extensions at certain intersections. Curb extensions are critical safety infrastructure, and are proven to reduce pedestrian injuries by more than 16%. Currently, DOT already exceeds this number of annual curb extensions and we encourage the bill to be significantly expanded beyond five intersections per borough per year. 

• TA supports Int 1026-2023, which establishes a task force to identify locations for a bus depot in Flushing. 

The City Council rightfully recognized the crushing epidemic of traffic violence in 2021, and passed the Streets Plan to build the infrastructure needed to achieve Vision Zero. Last year, the City Council fully funded the Streets Plan to make these critical safety improvements possible. Despite a legal mandate and ample funding, DOT is failing to meet their legal requirements. 

This is unacceptable.

More New Yorkers will die and be seriously injured because of this failure to act. TA’s new serious injury dashboard shows that 4,224 New Yorkers were seriously injured between only January 2022 and June 2023 – numbers that are sure to increase without street improvements. DOT must create a plan to fully comply with the Streets Plan. 

Thank you to the City Council for holding this hearing and for introducing legislation to make our streets safer for all road users. We look forward to seeing improvements on our streets imminently.

Serious Injury Traffic Crashes are 23% Higher in the Bronx Than Citywide, According to New Research from Transportation Alternatives

Transportation Alternatives launches first-ever public dashboard to track serious injury crashes in New York City, revealing never-before-seen data. 

There are 21% more serious injury crashes in the lowest-income City Council districts.

For every traffic fatality in New York City, 11 people are seriously injured. 

NEW YORK — For the first time ever, new research from Transportation Alternatives documents the impact of serious injuries from traffic crashes on New Yorkers, revealing that at least 4,224 people were seriously injured in crashes since January 2022. “Serious injuries” include only the most significant and debilitating injuries, including loss of limb and organ function and lifelong disability. The data also shows alarming inequalities in where these crashes take place.

“Every year, traffic crashes seriously injure thousands of New Yorkers, leaving behind life-altering consequences from loss of limbs to the inability to work ever again. Until now, it’s been impossible to see exactly where these serious injuries occur and how they were traveling. Our new research reveals that this preventable public health crisis touches every neighborhood in New York City and requires bold action from City Hall,” said Philip Miatkowski, Senior Director of Policy & Research at Transportation Alternatives. “Serious injuries are the result of decades of failed and inequitable policy decisions that prioritize cars over people and leave behind our most vulnerable. After years of advocacy, our leaders advanced the NYC Streets Plan to bring safety and transportation options to all New Yorkers. However, the City is falling behind on its requirements and must step up to meet them so that no New Yorker needs to fear serious injury or death on our streets. And, with more than one million children now back at school, action could not be more urgent.”

“Almost six years ago, a driver failed to yield while I was crossing the street, leaving me temporarily disabled with PTSD and serious knee, leg, and wrist injuries. Tragically, thousands of New Yorkers are seriously injured in preventable traffic violence each year — just like me,” said Kate Brockwehl, member of Families for Safe Streets. “To achieve Vision Zero, New York City’s leaders must eliminate both fatalities and serious injuries from traffic violence. We can’t ignore this public health crisis. Our leaders must invest in proven solutions to stop crashes. We need to implement the legally-required NYC Streets Plan and bring safe streets designs to neighborhoods in every borough.”

TA’s research found:

• Serious injury crashes are 21% higher in the City Council districts with the greatest percentage of residents living below the poverty line.

• Serious injury traffic crashes are 23% higher per capita in the Bronx than the citywide average.

• Serious injury crashes are 15% higher in the 10 districts with the highest percentage of residents of color, compared to the citywide average.

• For motorists, Staten Island had 48% more serious injuries per capita than the citywide average.

• For bike riders, Manhattan had 77% more serious injuries per capita than the citywide average. 

• For pedestrians, Manhattan had 25% more serious injuries per capita than the citywide average.

• For moped and e-scooter riders (categorized by DOT as “other motorists”), Brooklyn had 27% more serious injuries per capita than the citywide average.

The five Council Districts with the most serious injuries are:

• District 8 – Represented by Diana Ayala and includes East Harlem, Mott Haven, Highbridge, Concourse, Longwood, and Port Morris.

• District 17 – Represented by Rafael Salamanca Jr. and includes Crotona Park East, Hunts Point, Longwood, Port Morris, and West Farms.

• District 3 – Represented by Erik Bottcher and includes Chelsea, Hell’s Kitchen, Greenwich Village, Times Square, Garment District, Flatiron, and the Upper West Side.

• District 14 – Represented by Pierina Ana Sanchez and includes Morris Heights, University Heights, Fordham, and Kingsbridge.

• District 33 – Represented by Lincoln Restler and includes Boerum Hill, Brooklyn Heights, Downtown Brooklyn, Dumbo, Greenpoint, and Williamsburg.

DOT is required to release serious injury data no later than 30 days after each quarter ends because of Local Law 49-2021, which was introduced by then-Council Member and current DOT Commissioner Ydanis Rodriguez. The bill passed in 2021 after a decade of advocacy from TA and others.

In an effort to make this data more accessible and actionable to lawmakers and the public, TA worked to reconcile and visualize this data, including adding in locations and modes, and create the first tool to track and visualize serious traffic injuries. This work follows the release of the organization’s other data visualization tools, including Spatial Equity NYC — created in partnership with the MIT Norman B. Leventhal Center for Advanced Urbanism to document inequities with how public space is used in New York City — and the Protected Bike Lane Tracker, documenting Mayor Adams’ progress toward the requirements of the NYC Streets Plan.

Victims of serious injuries face significant hospital bills, unpredictable time off work, medical equipment costs, and the prospect of long-term recovery care, therapy, and medical assistance. Traffic crashes are the leading cause of post-traumatic stress disorder.

Serious injuries, which Vision Zero aims to eliminate, occur at 11 times the rate of traffic fatalities, providing a more data-rich metric for identifying the most dangerous districts, streets, and intersections.

A 2010 estimate of the cost of traffic crashes in New York City totaled $4 billion annually ($5.6 billion in 2023 dollars).

New York City passed the NYC Streets Plan in 2019, which legally requires the City of New York to redesign thousands of intersections for safety, build hundreds of thousands of square feet of new pedestrian space, create hundreds of miles of protected bus and bike lanes, and more. While the NYC Streets Plan has led to lifesaving projects from the Houston Street protected bike lanes in Manhattan to the 21st Street bus lanes in Queens, the administration continues to fall behind on the plan’s requirements. 

SAFER, FAIRER STREETS: Transportation Alternatives Releases New Fast, Easy, and Cheap Recommendations Urging Officials to Take Full Advantage of Congestion Pricing

City leaders must prepare now for a successful rollout of New York City’s first-in-the-nation congestion pricing plan.

New York City is the most congested city in the United States, and traffic congestion costs the metro area $20 billion annually.

NEW YORK, NY — Today, Transportation Alternatives released a new report with recommendations to ensure that the nation’s first-ever congestion pricing program delivers safer, better, fairer streets for New Yorkers. The 15 fast, cheap, and easy recommendations outlined in How Congestion Pricing Will Improve Your Life include steps city leaders can take today to ensure faster buses, better biking, more accessible streets, and financial savings for commuters.

“Congestion pricing is an opportunity to make New York City better – and we must take steps today to ensure the program is as successful and transformative as it can be,” said Elizabeth Adams, Deputy Executive Director for Public Affairs at Transportation Alternatives. “Congestion pricing is a first-in-the-nation policy to use tolling for the public good, but our leaders must be proactive to fully utilize the public space the program will bring. The ideas in the report are as simple as they are cost-effective, and the city can start enacting them today. We hope that members of the City Council can use these recommendations to push for the effective rollout that New Yorkers deserve.”

The report includes recommendations such as: planning the city’s first bus rapid transit routes; designing a citywide street accessibility network; building wider protected bike lanes; and incentivizing New Yorkers to choose less dangerous, polluting, and congesting modes of transportation. Implementing these changes now will prepare the city to take full advantage of congestion pricing when it’s implemented.

“Congestion pricing remains the most effective tool we have to ease gridlock on our streets, cut transportation emissions, and raise the revenue we need to increase accessibility and modernize our transit system. State and City leaders must swiftly implement this critical initiative to ease daily travel for the millions who rely on New York City's streets, buses, and subways," said Comptroller Brad Lander.

“Congestion pricing is an opportunity to reimagine our transit network and streetscape to better serve all New Yorkers and visitors. The implementation of congestion pricing will reduce gridlock, fund mass transit, and improve Manhattan’s air quality. While the State and Transit Mobility Review Board work to finalize the important details of the congestion pricing program, it is critical that the City take bold steps today to prepare for the program and ensure it is successful,” said Manhattan Borough President Mark Levine.

“I am proud to stand with Transportation Alternatives and their vision for safer streets, less pollution, and improved infrastructure for cycling and mass transit,” said Council Member Tiffany Cabán. “Congestion pricing has proven vital for improving health and safety in cities across the globe. There is no reason New York City should take second to anyone in implementing such smart, cost-effective, life saving policy.”

“Congestion pricing will provide a real solution to many of the issues that cause crowding on our streets today, including obstructed bike and bus lanes. The benefits of this program are exciting and include strengthening our public transit system, increasing pedestrian and cyclist safety, and improving air quality. I look forward to continued community engagement and working with the MTA to ensure equity and fairness in the implemented program,” said Council Member Carlina Rivera (D-02).

"Congestion pricing, long in practice in major cities across the world, will soon be coming to New York City," said Felicia Park-Rogers, Director of Regional Infrastructure Projects, Tri-State Transportation Campaign. "Congestion pricing will provide exciting and unprecedented possibilities for how we organize our streets. This policy will reduce car traffic on our streets and provide creative, new ways to use our streets for many people-- people traveling by bus, foot, wheelchair, bicycle, scooter, etc. Twenty years into implementing congestion pricing, London has now reclaimed 30% of its streets from cars for other travel modes. In 2022 alone, London saw a 400% increase in cyclists in its central business district. This is good for the environment, public health, and ease of travel. We are ushering in a revolutionary new era for the streets and travelers of NYC."

“Congestion pricing is a once-in-a-generation opportunity to transform our city and region by investing in transit and improving the environment,” said Lisa Daglian, Executive Director of the Permanent Citizens Advisory Committee to the MTA (PCAC). “While New Yorkers eagerly await implementation, there are steps the city can take to help ensure its success—investing in bus lanes and busways, expanding options for alternate travel modes, increasing the eligibility threshold for Fair Fares, and fulfilling the commitments of the Streets Plan. Congestion Pricing will bring us cleaner air, less congested streets, better and faster transit, and will benefit the entire region. Now is the time to prepare so that more drivers will get out of cars and onto transit!”

“Congestion pricing has reduced traffic and pollution and enabled safer streets in London. We can’t wait until our region’s residents get to experience those same benefits after congestion pricing is implemented here next year,” said Kate Slevin, Executive Vice President of Regional Plan Association. “We hope the MTA uses toll credits to help reduce traffic near bridges and tunnels, and works with the NYC DOT to create more bus and bike lanes that expand transit options.”

"We're glad DOT is talking about wider bike lanes to accommodate high volumes of bicycles and ebikes, but we need to see more projects. Wider bike lanes in and around the central business district should be a prime use of street space freed up by congestion pricing," said Jon Orcutt, advocacy director at Bike New York.

Read the full report here.

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Transportation Alternatives Statement After Driver of Large Vehicle Kills E-Bike Rider in Hit-and-Run

Crashes have killed 21 people riding bikes so far this year. New York City is on track to have the second deadliest year for bike riders in 40 years of recorded history.

140 people have been killed in crashes this year — 28% more than 2018, the safest year under Vision Zero.

BRONX, NY — Early Wednesday morning, the driver of an SUV or small truck struck and killed a person riding an e-bike in Hunts Point near Tiffany and Barry Streets. Neither street has protected bike lanes.

In Council District 17, where this crash took place, just 1.64% of streets have protected bike lanes — well below the city average of 4.23%.

The district has the third-most traffic fatalities and eighth-most traffic injuries out of 51 council districts, according to Spatial Equity NYC.

The size and weight of a vehicle is the main factor determining whether a person survives a crash, and, between 2016 and 2019, SUV-related injuries in New York City rose 91% and fatalities increased 75%. This year, 93% of bike rider deaths in crashes with vehicles have involved an SUV or larger vehicle — only one involved a sedan.

There have been more bike riders killed by today’s date than any other year under Vision Zero.

Statement from Jada Yeboah, Bronx/Uptown Organizer at Transportation Alternatives:

“We send our deepest condolences to the loved ones of the person killed while biking this morning. For so long our communities of color have been ignored and left to fend for themselves. Nobody should fear death or injury on our streets, and the City of New York failed yet another member of our community today.”

“Inaction is killing New Yorkers of color. Mayor Adams cannot ignore death after death on our streets without this clear indictment: inaction is violence. The administration cannot fall further behind on the NYC Streets Plan’s legal requirements to build protected places for people to bike in every neighborhood of our city. Only five miles of protected bike lanes have been built in the Bronx out of 50 required miles this year citywide. We demand action now.”

Transportation Alternatives and Families for Safe Streets Statements After SUV Driver Kills Pedestrian Crossing Street in Wheelchair in Kensington

Crashes have killed 127 people so far in 2023 — a 25% increase over this point in 2018, the safest year under Vision Zero.

There have been eight reported crashes at this site since June 2018, including one bike rider death and seven reported injuries.

BROOKLYN, NY — On Sunday afternoon, the driver of a Lexus SUV struck and killed 68-year-old Joyce Greenberg as she crossed the street in a wheelchair at McDonald and Webster Avenues in Kensington, Brooklyn.

DOT designated this area as a Vision Zero Senior Pedestrian Priority Area in 2022 and Bike Priority Area in 2017, indicating the need for street designs that protect older New Yorkers and people riding bikes. Despite this, no physical infrastructure has been built to shorten crossings for pedestrians, protect bike riders, or increase visibility at intersections through daylighting for vulnerable street users, including those who use wheelchairs.

Research shows that people using wheelchairs are more than a third more likely to be killed in a crash than pedestrians who do not use them.

The intersection lacks any conventional bike lane, protected bike lane, pedestrian islands, turn calming or curb and sidewalk extensions despite the known dangers as a Priority Corridor which the DOT found in a 13-year long study to reduce pedestrian killed and severely injured rates by 16%, 29%, 30%, 33%, and 45% respectively.

Borough Park, which borders this crash location, is ranked as the ninth-most dangerous neighborhood in NYC for senior pedestrians, with 1,574 senior pedestrian injuries per 100,000 seniors in 2022. 

The rise of SUVs has also had deadly consequences for New Yorkers. The size and weight of a vehicle are the main factor determining whether a person survives a crash. A pedestrian struck by an SUV or pickup truck is 41% more likely to die than a pedestrian struck by a sedan at the same speed. At present, 60% of all registered vehicles in New York City are SUVs and light trucks. 

Statement from Danny Harris, Executive Director of Transportation Alternatives:

“Crossing the street should not be a life or death endeavor, yet time after time it is. Our streets must be safe for all New Yorkers, especially for those who use wheelchairs or other mobility aids to get around the city. We send our deepest condolences to the loved ones of Joyce Greenberg.”

“The legally-mandated NYC Streets Plan, which received $904 million from Mayor Adams and the City Council, gives New York City the tools to make intersections like this one safe, while also bringing more transportation options to all New Yorkers. This plan requires the political will of our leaders to make it happen. As more New Yorkers die and face injury on our streets, we don’t need more plans, studies, and promises — we need our leaders to build safe streets now.”

Statement from Families for Safe Streets member Elke Weiss:

“Last year, my 99-year-old grandfather Jack Mikulincer was killed by an SUV as he crossed the street in his wheelchair on his way to prayers in Manhattan Beach, Brooklyn. That day I lost my best friend, who had survived the Holocaust, because our leaders prioritized drivers’ convenience over his life.”

“Older people, and people with disabilities, are disproportionately killed. Wheelchair users are lower to the ground, and are often harder to see. At the city level, daylighting intersections or controlling the ever increasing size of vehicles on our roads will save lives. Mr. Mayor, we need you to work to ensure that no additional New Yorkers, like my beloved grandfather or Joyce Greenberg, die in preventable crashes on our streets. You have the power to save lives. Please use it without delay.”

Traffic Crashes Killed 112 people in the First Half of 2023, Including a Vision-Zero Era Record 18 Bike Riders

New York City on pace for the second deadliest year for bike riders in recorded history.

Traffic violence killed 40 people in Queens, a Vision Zero record for the borough.

Council District 31 in southeast Queens continues to have the most fatalities of any City Council district this year.

NEW YORK — During the first six months of 2023, traffic crashes killed 112 people, 6.7% higher than the Vision Zero-era average for the same period, according to a new analysis from Transportation Alternatives and Families for Safe Streets. 

This data comes after 2022 saw a record number of children killed in the Vision Zero-era, and 258 New Yorkers lost to traffic violence. The 100th New Yorker killed by traffic violence in 2023 died on June 7 – the earliest day to hit that grim milestone since 2014. 

“Traffic violence is preventable. Every life lost is a wholly avoidable tragedy. This data shows how much more work must be done to protect New Yorkers across our city, and the urgent need to put people first on our streets,” said Danny Harris, Executive Director of Transportation Alternatives. “Vision Zero works when our city’s leaders commit to and invest in street safety in every neighborhood. Every project that gets delayed, watered down, or canceled puts New Yorkers at risk. Mayor Adams and Commissioner Rodriguez must demonstrate the political will to put people above politics and redesign streets for safety now.” 

“Nobody should have to endure the pain caused by preventable traffic violence. Nobody should have to join Families for Safe Streets. The grief and pain never go away, and when our leaders fail to make life-saving changes and people keep dying on our streets and sidewalks, this grief and pain intensifies,” said Families for Safe Streets member and Policy and Advocacy Committee Co-Chair Julie Huntington. “Our lawmakers have the power to prevent deadly crashes, and their inaction is failing New Yorkers in every borough. New York’s leaders must recommit today to Vision Zero, and take the necessary action to protect our families, our friends, and our neighbors from deadly crashes.”

KEY TAKEAWAYS FROM THE FIRST HALF OF 2023:

This is the deadliest year to date for bike riders since the onset of Vision Zero, on track for second deadliest since at least 1983. 18 bike riders were killed during the first six months of 2023. This is double the Vision Zero-era average, the highest in the Vision Zero era, more than at this point in 2022 and 2021 combined, and more than were killed in all of 2022. January, February, March, April, and May all tied or broke the record for monthly number of cyclist fatalities, and nearly one in 10 cyclist fatalities since January 2014 occurred in the last six months.

Queens broke another Vision Zero-era record for the most fatalities. Traffic violence killed 40 people in Queens so far this year – 43% more than at this point last year and up 29% from the Vision Zero-era average. Queens had more deaths on streets with speed limits over 25 mph than the other four boroughs combined, and Queens had as many fatalities resulting from curb jumps as the other four boroughs combined. Additionally, all five child fatalities this year occurred in Queens. 

Drivers of large vehicles are killing bike riders on streets without protected bike lanes. 92% of cyclist deaths in crashes with vehicles involved an SUV or larger vehicle — only one involved a sedan. Of the 14 crashes involving another vehicle, 13 had no protected bike lanes. Protected bike lanes make streets safer for all users, and have been shown to also reduce fatalities by 29% for pedestrians. 

Council District 31 had nine fatalities, the most fatalities of any City Council district in the first quarter. Council District 31, represented by Council Transportation and Infrastructure Committee Chair Selvena Brooks-Powers, in southeast Queens has fewer than 2% of all New York City residents, but 8% of all fatalities this year. Seven of the 17 motorist deaths this year occurred in the district, the majority of which involved drivers speeding and losing control. Council District 31 was also the deadliest district during the first quarter of 2023, and has the most child fatalities of any district under Vision Zero with more than four times more fatalities than the average council district. 

This year has been safer for pedestrians and older New Yorkers. For the first time in Vision Zero-era history, fewer than 20 older New Yorkers died in the first half of the year. Increasing the number of leading pedestrian intervals (LPIs) – timed lights that increase visibility by allowing pedestrians and bike riders to begin to cross the street 3-7 seconds before cars are allowed to go – has been essential to this improvement. Before Vision Zero, New York City had only 250 LPIs, and now there are almost 6,000 in the five boroughs with more installed every day. LPIs have been shown to decrease pedestrian fatalities by 34% and motorist fatalities by 29%. 

HERE’S WHAT OUR ELECTED OFFICIALS MUST DO TO ADDRESS THIS CRISIS:

The Adams administration must follow through with essential street safety projects. Advancing key projects — including redesigning McGuinness Boulevard, establishing the Fordham Road busway, converting a car lane on the Queensboro Bridge into pedestrian space, and expanding protected bicycle infrastructure — is critical for both moving New Yorkers throughout the city and making our streets safer for our most vulnerable road users. Today, bus speeds are 4% slower than the mayor's first month in office, and slower in all five boroughs. The City has promised to build a bike boulevard in every borough, pilot new street safety infrastructure, and construct 75 lane miles of bicycle infrastructure in Priority Bicycle Districts by 2022, but these critical projects have not come to fruition. City Hall must allow DOT to begin building all of these vital safety improvements without delay. 

Albany must pass legislation to implement a weight-based vehicle registration fee. Larger, heavier vehicles are disproportionately deadly and destroying our roads, and New York State must pass legislation to incentivize purchasing smaller vehicles. For every 1,000 pound increase in vehicle weight, there is a 46% increase in motorist fatalities, and a pedestrian struck by an SUV or pickup truck is 41% more likely to die than a pedestrian struck by a sedan at the same speed. 

The Adams administration must comply with the Streets Plan. The Streets Plan is a legal requirement and critical for designing and building safer, slower streets – yet the current administration failed to meet mandated goals in 2022. New York City built only 19.2 out of 30 required miles in 2022, and has built fewer than five miles of the mandated 50 in 2023. The City is also required to build 30 miles of bus lanes in 2023, but has so far built fewer than seven between 2022 and today.

WHAT ELECTED OFFICIALS ARE SAYING:

“Traffic fatalities occur far too often in New York City, yet the recent reversals of traffic safety projects point to a deadly lack of urgency. Street safety is a long-term crisis that calls for bold intervention and recommitments to Vision Zero multimodal street redesigns and restorative approaches to driver accountability. Our office is keeping an eye out for the impending evaluation of the Dangerous Vehicle Abatement Program that will inform how to reduce reckless driving and create safer streets, said New York City Comptroller Brad Lander.

“We need streets that serve us and keep everyone safe,” said Brooklyn Borough President Antonio Reynoso. “We need to listen to the community and implement DOT’s thoughtfully and meticulously designed project at McGuinness Boulevard which is backed by constituent and elected officials and will keep us safe and prevent needless deaths. I urge Mayor Adams to do the right thing and ensure there are no more traffic-related deaths in our city.”

"Loss of life due to traffic violence in 2023 is heartbreaking and entirely preventable," said Diana Ayala, Deputy Speaker of the New York City Council. "The city must put forth transformational solutions that prioritize the lives of New Yorkers through various road safety measures, and we must acknowledge the public safety concerns that are prevalent within our city sooner rather than later if we hope to save lives."

“The goal of Vision Zero was to realize a City where traffic deaths are nonexistent. However, each quarterly report on Vision Zero has only served to underscore how far away we are moving from that goal,” said Council Member Shahana Hanif. “Once again, we see traffic deaths on the rise and are faced with the reality that 2023 may be the most dangerous year for cyclists since Vision Zero began. This report needs to not only serve as a roadmap to reducing and ending traffic fatalities but also as a strong wakeup call that we need strong policy responses to ensure our streets are safe for everyone.” 

“Traffic fatalities and injuries are still too common, despite efforts by government and communities to make streets safer. Given record fatalities in the first and second quarters of this year, we must dramatically speed up street redesigns and use all of the tools at our disposal to continue to bring safer streets to New York City, including but not limited to piloting and implementing new technology and shared street designs, pedestrianizing open spaces, and increasing bus and bike lane networks. We cannot continue to accept this level of traffic violence, and the second deadliest year on record for cyclists must make clear the urgency to act,” said Council Member Carlina Rivera.

WHAT ADVOCATES ARE SAYING:

"Every life lost due to traffic violence is tragic. Safety must be a priority, and the Worker's Justice Project is committed to working with Transportation Alternatives and Families for Safe Streets to make New York City's streets safer for all," said Ligia Guallpa, executive director of the Worker's Justice Project. "Each day, New York City's essential food delivery workers put their lives on the line in our streets. In order to better protect delivery workers and every New Yorker, we must bring all stakeholders to the table so that we can build a safe and equitable micro-mobility infrastructure."

"Mayor Eric Adams must get stuff done now for pedestrians, cyclists, and transit riders," said Riders Alliance Policy & Communications Director Danny Pearlstein. "Never mind the NIMBYs and the haters, Mayor Adams must turn New York into a City of Yes for safe and equitable streets. New Yorkers are counting on our mayor to keep every one of us safe on our streets whether from gun violence or dangerous, unfair driving conditions, and all the way from Fordham to Far Rockaway." 

"These are damning numbers, but they can reveal a way forward, too. Since SUVs are especially deadly, we should target them for reform. Since cyclists are killed more frequently on unprotected lanes, consistent protection should be a priority. We can see exactly which districts have sacrificed safety and lives to prioritize car drivers -- those streets need urgent, uncompromising change. The Adams administration must see this report as a roadmap that they cannot wait a single second to follow. New Yorkers’ lives hang in the balance while our government hesitates," said Chelsea Dowell, Director of Communications at Open Plans. 

Families for Safe Streets Releases New Report Analyzing the Deaths of the 100 Children Killed by Traffic Violence Since the Launch of Vision Zero, Memorial Website

Last week, traffic violence killed the 100th and 101st children in the Vision Zero era.

Nearly 60% of the children killed were pedestrians.

61% of children were killed by large vehicles, such as an SUV, van, or truck. 

One-third of the children killed while walking or biking were killed on their way to or from school.

NEW YORK — Today, after New York City lost its 100th child to traffic violence in the Vision Zero era last week, Families for Safe Streets released a report and set of policy recommendations, Why New York Must Design Streets for Children, as well as a companion website memorializing every child killed. 

The report analyzes the first 100 child fatalities — age 17 and under — and finds that New York City must both redesign its streets with children in mind as well as reign in the deadly impacts of oversized and heavy vehicles to keep children safe. 

New and more aggressive street redesign efforts are needed to protect the millions of children who call New York City home. The Adams Administration must establish more School Streets and Safe Routes to School – critical improvements that return street space to the youngest pedestrians and protect children traveling to school. DOT must protect children by implementing universal daylighting, building midblock playgrounds, and finally fulfilling the legal requirement to create pedestrian countdown signals adjacent to all schools and parks. Albany has a role to play in protecting children from traffic violence as well; nearly 60 of the 100 children killed were pedestrians, and passing the Pedestrian Scramble Bill would require DOT to retime traffic signals around schools as “all walk sign” pedestrian intersections during arrival and dismissal. 

As cars get bigger and deadlier, street redesign alone isn’t enough. New York must mitigate the risk posed by larger vehicles. The report calls on Albany to pass legislation to re-adjust vehicle registration fees based on weight, require repeated speeders to install speed limiter devices, and legalize cargo bikes to reduce the number of enormous trucks on our streets. New York City also must mandate that newly purchased city vehicles be high-visibility models, and finally meet legal requirements for DOT to pilot an automated enforcement program for drivers who illegally pass school buses. 

“It’s clear: inaction is killing our youngest, smallest, and most vulnerable New Yorkers,” said Thomas DeVito, Director of Families for Safe Streets. “We need New York’s leaders to step up now and heed these recommendations to prevent future crashes. Families for Safe Streets is an organization no one wants to join – and an organization no one should have to join – but if our elected leaders continue to refuse to redesign streets and rein in unsafe vehicles, more New Yorkers will lose loved ones to preventable traffic violence. We need to take action today before another child is killed.” 

"My son, Cooper Stock, wasn’t just the first child killed under Vision Zero – he was the life of the party even when there wasn’t one, a friend to all, a trusted ally to many, and an empathetic classmate dedicated to fairness,” said Dana Lerner, the mother of the first child killed in the Vision Zero era and a member of Families for Safe Streets. “The pain of losing a child is unimaginable and eternal – a special type of agony. Our elected leaders must turn these proposals and recommendations into programs and policies so that other parents and families never have to suffer like mine has.”

Families for Safe Streets also released a companion website memorializing each of the children lost to traffic violence. FSS members have lost loved ones, including children, and present these recommendations so that no additional New Yorker should have to experience the unimaginable pain of a preventable crash.

Read the full report, Why New York Must Design Streets for Children, the companion memorial website, and a recent op-ed from the mother of the first child killed under Vision Zero online.