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View our press releases and statements about reports, traffic violence, and safe streets in New York City.

If you are a member of the media, contact us at press@transalt.org.

Alexa Sledge
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Jacob deCastro
Communications Manager
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Congressman Nadler, Assemblymember Rosenthal, Senators Hoylman-Sigal, Ramos, Cleare Join TA, FSS, Advocates To Demand Assembly Pass Sammy’s Law to Stop Queen’s Traffic Violence Crisis  

More than half of the children killed in the last two years were killed in Queens.

MLK High School was where Jayden McLaurin of Queens went to school. Jayden was killed in Queens one year ago.

More than half of the children killed in the last two years were killed in Queens.

Queens has had 18 people killed so far in 2024, tied for the most dangerous year at this point in the year with 2023.

NEW YORK — Today, State Senator Hoylman-Sigal, Ramos, and Cleare joined Assemblymember Rosenthal, Congressman Jerry Nadler, and Council Member Gale Brewer alongside Families for Safe Streets, Transportation Alternatives, Local 372, AARP-NY, UNICEF, CIDNY, parent leaders from Queens schools PS110, PS19, and the East Elmhurst Community School to demand that the New York State Assembly include Sammy’s Law in the final state budget. 

Sammy’s Law, which would empower New York City to set its own speed limits, received a major endorsement from the Child Health Initiative — an international collaborative composed of the world’s foremost experts in public health. New bill language was introduced in the Assembly in 2024, and Sammy’s Law has since garnered multiple new bill sponsors. 

Sammy’s Law is named for Sammy Cohen Eckstein, a 12-year-old boy killed by a speeding driver in Brooklyn in 2013 in front of his home. Since his tragic and preventable death, more than 2,400 people, including 108 children, have been killed in traffic violence in New York City. Every year, preventable traffic crashes cost New York State $15 billion. 

The site of the press conference, MLK High School, was the school that 16-year-old Jayden Mclaurin attended before he was killed in a preventable crash in early 2023.

The bill’s language has changed since last year. This year, Sammy’s Law includes specific language to apply to non-arterial, residential streets outside of Manhattan. The legislation also includes a robust education program and community engagement process before changes to speed limits are made. Over 130 organizations, including major unions, hospitals, business groups, and other civic organizations support its immediate passage.

Several cities, including New York City, have proven that lower speed limits work. Lower speed limits make everyone drive safer, even those who disobey the limit.

After both Boston and Portland lowered their speed limits, drivers traveled at safer speeds, and those driving over 35 mph saw the biggest reduction in speed. When Portland lowered its speed limit from 25 mph to 20 mph, there was a 26% reduction in drivers traveling between 30-35 mph, and a 47% reduction in drivers traveling faster than 35 mph.

New York City has a citywide speed limit of 25 mph, passed in 2014. Within a year of the change, traffic fatalities fell by more than 22% and pedestrian fatalities fell by over 25%. 

Researchers have also found that the crash rate decreases by four to six percent for every one mph reduction in speed, and the fatal crash rate decreases by 17%.

Slower speeds have already saved lives in the five boroughs.  Neighborhood Slow Zones – areas where the speed limit is only 20 mph – had zero pedestrian fatalities in 2022. Outside of these zones, in parts of the city where the speed limit is 25 mph or above, the fatality rate is nearly five times greater. In 2021, the fatality rate outside of these Zones was more than seven times greater than inside the 20 mph zones. There was also 31% reduction in injuries for both drivers and passengers in Neighborhood Slow Zones. 

New Yorkers support slower, safer speeds. 72% of New York City adults believe the City should have the authority to set its own speed limits, and 68% of adults said they would support seeing the speed limit lowered from 25 to 20 miles per hour on residential streets near their homes – just like the new legislative language addresses. 

In addition to the suffering and loss caused by the epidemic of traffic violence, this crisis costs the New York State economy at least $15 billion annually in combined costs from hospitalization, emergency response, legal expenses, lost wages, and lost economic activity – costs that can be curbed by including Sammy’s Law in the final New York state budget. 

What elected officials are saying:

"Speeding and reckless drivers have already wreaked havoc and claimed the lives of far too many New Yorkers; just this week, another child was killed by traffic violence and another one injured," said Assemblymember Linda B. Rosenthal, Assembly sponsor of Sammy's Law. "Every instance of traffic violence alters a family forever, leaving behind immense pain that cannot be erased. But we cannot accept these crashes as the norm. Passing Sammy's Law, in memory of Sammy Cohen Eckstein, will give New York City the tools it needs to control speed limits and make our streets safer. These deaths are preventable and it's past time that the New York State Legislature recognize this by passing Sammy's Law as part of our final state budget."

State Senator Brad Hoylman-Sigal, Senate sponsor of Sammy’s Law, said: “I named Sammy’s Law after Sammy Cohen Eckstein to honor his memory in the belief that if Albany allowed New York City to set its own speed limits, we could help prevent other children from falling victim to traffic violence. Yesterday, I’m so proud of the Senate Democratic Conference for having included Sammy’s Law in our One House budget resolution, after having passed it on the Senate floor twice before. Now is the moment to pass Sammy’s Law as part of this year’s budget.”

“I am in full support of passing Sammy’s Law to give New York City the authority to control it’s our own safety needs,” said Congressman Jerrold Nadler. “The simple fact is that New York City along with its residents should be allowed to make decisions about its streets and roads, and what is a safe speed to travel on a residential street.   Sammy’s Law, named in honor of a 12-year-old boy killed in Brooklyn by a speeding car, will give NYC and local residents the power to decide where and how to institute slower speeds that save lives. Slower speeds are proven to protect pedestrians, cyclists, AND motorists from serious injury and death. This is particularly true of our streets' most vulnerable users: children, seniors, the mobility challenged. Last year 259 New Yorkers were needlessly killed by traffic violence, and 2024 is on track to be even deadlier. Sammy’s Law, allowing for home rule, is supported by Governor Hochul and Mayor Adams, is carried by my good friends Senator Hoylman-Sigal and Assemblymember Rosenthal, and is supported by dozens of New York City leaders and civic groups.  I hope it is included in the upcoming budget bill. The time for New Yorkers to be able to decide for ourselves about how to keep our streets safe is today.”

“Traffic crashes killed nearly 250 people last year, over half of whom were on foot or a bike, marking 2023 as one of the deadliest years for cyclists in two decades. No one should fear crossing the street or riding their bike in our city because of speeding cars," said New York City Comptroller Brad Lander. “The data is clear: slower speeds mean safer streets. That’s why I stand with Sammy's family, Families for Safe Streets, State Senator Brad Hoylman-Sigal, and Assemblymember Linda Rosenthal in advocating for the inclusion of Sammy’s Law in the budget, so that New York City can work to fulfill the promise of Vision Zero and eliminate preventable fatalities and serious injuries on our streets.” 

“Sammy’s Law would give the city more flexibility to set speed limits in thoughtful, targeted ways to keep New Yorkers safe on our streets,” said New York City Department of Transportation Commissioner Rodriguez. "NYC DOT strongly supports Sammy’s Law, renewing and expanding our Red Light Camera program, and legislation that will ensure we can get reckless drivers off our streets. We are committed to working with communities and local elected officials on these comprehensive initiatives and will continue to advocate for important street safety measures to honor the life of Sammy Cohen Eckstein.”

“Slower speeds save lives,” said Queens Borough President Donovan Richards Jr. “Passing Sammy’s Law would allow New York City to set its own lower speed limits and enable it to make its busy streets safer for all who use them. That’s why I join with our many government and community partners in urging that Sammy’s Law be adopted as part of this year’s state budget.”

“Passing Sammy’s Law is a critical step in our effort to build safer streets in New York. Allowing New York City to control its own speed limits is a simple yet powerful way to reduce traffic violence and protect our most vulnerable road users," said Manhattan Borough President Mark Levine. "I urge Governor Hochul and the state legislature to pass this lifesaving measure in the next NYS budget.”

Brooklyn District Attorney Eric Gonzalez said, “New York City should take all available steps to reduce vehicular violence, and setting its own speed limit is an important tool in this effort. I join the sponsors, street safety advocates, labor unions and the rest of this coalition in calling on our legislators to pass Sammy’s Law and help make our streets safer for everyone.“

"We stand on the cusp of progress, on the brink of transformation. Sammy's Law isn't just about legislation; it's about safeguarding lives, preserving futures, and investing in our collective well-being. Together, let's make history in this year's budget by putting safety first and ensuring every New Yorker can walk, bike, and drive without fear. Let's pave the way for safer streets and brighter futures. Our time is now,” said State Senator Robert Jackson.

State Senator Liz Krueger said, "We deserve streets that are safe for every New Yorker, and passing Sammy's Law this year is a top priority for me. Empowering New York City to lower its speed limit is long overdue, and will make streets safer for pedestrians, cyclists, and drivers alike."

"Each year without Sammy's Law is a year with more preventable deaths on our streets," said State Senator Andrew Gounardes. "It makes no sense that legislators from all across the state get to dictate the speed limit in New York City. By giving New York City control over its own streets, we can save lives. We owe it to all the families who have lost loved ones in preventable crashes to finally get Sammy's Law across the finish line this year."

Assemblymember Jeffrey Dinowitz said, "We must pass Sammy's Law to make our streets safer and preserve lives. By granting cities the authority to establish speed limits and implementing essential traffic calming measures, we honor the memory of Sammy Cohen Eckstein and uphold the principles of Vision Zero. The success witnessed in New York City, where a 36% decline in pedestrian deaths was achieved through such measures, exemplifies the transformative power of this legislation. Let us heed the evidence studies provide, recognizing that lower speeds significantly reduce the severity of pedestrian injuries and fatalities. Every life saved, every injury prevented, is a testament to our commitment to creating communities where pedestrians, bicyclists, and motorists can thrive."

“We know it is a well established fact that reducing the speed of moving vehicles saves lives. I stand with colleagues and advocates, again, to bring attention to the critical importance of passing Sammy’s Law this session. We have a responsibility to do much more to fight the ongoing crisis of traffic violence. I thank Transportation Alternatives and Families for Safe Streets, and a broad coalition of supporters, for their persistent dedication to addressing this serious issue,” said Assemblymember Deborah J. Glick.

"I recently released a Western Queens Street Safety Plan with other elected colleagues because we have lost loved ones, including children to car accidents. But this is really a city-wide issue and that is why we need to pass Sammy's Law because whether it is in Astoria or in Midwood, we need to better manage speed limits on our streets. I thank Families for Safe Streets for continuing to raise the importance of this legislation and look forward to advocating for its passage in the Assembly immediately upon returning to Albany next month," said Assemblymember Jessica González-Rojas.

"Sammy's Law is the ultimate form of city control: letting NYC set its own speed limits in order to keep children, seniors, and everyone safe. Albany has no business standing in the way of this common sense and overdue change," said Assemblymember Alex Bores.

“New York City deserves the right to set its own speed limits and doing so will save lives,” said Assembly Member Harvey Epstein. “As a proud co-sponsor of Sammy’s Law A7266, I am determined to ensure this passes this session. Quite frankly, it's taken far too long to get this done.”

What advocates are saying:

"This legislation will create safer streets by giving New York City the power to not only lower speed limits but to tailor them to meet the safety needs of individual neighborhoods," said Michael Mulgrew, president of the United Federation of Teachers. "We know lower speed limits around schools save lives. This legislation will let us expand that safety net where needed."

"The 2,000+ New York City school crossing guards who protect our kids every day have a hazardous front-row seat to our speeding epidemic. Crossing guards are consistently threatened by speeding drivers, and Sammy's Law would help them do their jobs with less risk. Our community has been devastated this year by the loss of Krystyna Naprawa, who was a beloved Local372 member, killed just doing her job protecting New York City's most vulnerable. Its simple common sense for New York City to be able to control our own speed limits. Local 372 calls for the passage of Sammy's Law as soon as possible," said Donald Nesbit, Executive Vice President, Local 372 

“All pedestrians should feel safe when crossing the street, but older New Yorkers are at greater risk,” said AARP New York State Director Beth Finkel. “In 2019, one of every three pedestrians killed or injured statewide was 50 or older, according to the State Department of Motor Vehicles. And unsafe pedestrian conditions are most pronounced in lower-income communities and communities of color - in particular Black communities. There’s proof that lower speed limits work; lower limits in New York City authorized by the State in 2014 led to a 36% decline in pedestrian deaths and the lowest number of City traffic fatalities in 2018 since record-keeping began in 1910. As the number of older New Yorkers explodes with the aging of the boomer generation in particular, it’s time to slow motorists down and further reduce risks.”

"UNICEF is dedicated to improving and protecting the lives of children and adolescents in the first two decades of their lives. Road traffic crashes are the leading cause of death for those between the ages of  5 and 19 years worldwide. Road traffic crashes kill staggering numbers of people in the United States, as well. UNICEF stands here today in support of global road safety best practices, including 20 mph speed limits on residential streets.  Reduced speed is a simple and proven measure that saves lives. New York City can, and should be, a global leader on road safety. We encourage the New York State Assembly to pass Sammy's Law right now," said Joanne Vincenten, the Global Lead for Child Injury Prevention at UNICEF Headquarters in New York.

“The Center for Independence of the Disabled, New York (CIDNY) advocates for New Yorkers to have safe and accessible public streets and spaces. Traffic accidents can occur both on the public sidewalks and in the streets. Cars, electronic bikes, mopeds, motorized carts can be hazardous to someone who is trying to ambulate across the street and/or up or down the sidewalk. These Traffic accidents are one of the leading causes for death among youth living in New York City. We must work to ensure that our city is safe and accessible for all. The effects of traffic accidents can cause unwanted debilitating conditions and further change the life trajectory for youth who are impacted by traffic accidents,” said Sharon McLennon Wier, Ph.D., MSEd., CRC, LMHC, Executive Director of the Center for Independence of the Disabled, New York.

“Queens has had 18 traffic deaths so far in 2024, tied for the borough's most dangerous year in over a decade. City control of speed limits, and safer speeds, are proven to save lives. This is good for the community overall, and it is good for the business community too. Safe conditions for walking improve life for everyone. The Chinatown Partnership wants to see Sammy's Law enacted as soon as possible," said Wellington Z. Chen 陳作舟, Chinatown BID/Partnership 華埠商業改進區 / 華埠共同發展機構

“While we unfortunately are not able to attend this meeting, the Fresh Meadows Tenants Association wants to be on record as supporters of Sammy’s Law, and urges our elected officials to pass this piece of legislation and any others which come before them, to make our streets safer, especially for children, but also for everyone,” said Fresh Meadows Tenants Association Sol Sturm President

“Put Sammy’s Law in this budget and pass it as quickly as possible,” said Sara Lind, Co-Executive Director at Open Plans. “Saving lives is that straightforward; politics should never get in the way. Our state leaders can help liberate every New Yorker from the constant threat and burden of traffic violence. But every year they delay Sammy’s Law, they prioritize politics over people. No more delays. Passing Sammy’s Law in the budget is the right thing to do for New Yorkers.”

“It's time for NYC to take control of their own destiny and it starts with the passing of Sammy’s Law.  NYC elected officials and residents must control their schools, roads, and incarceration of nyc residents, because right now the state is failing us and we have the data.  We need better results to make life safer for our children, youth and young adults," said Charles Fisher, Founder, Hip-Hop Summit Youth Council

"New York City holds a pivotal opportunity to underscore its dedication to safety by reducing the speed limit to 20 mph. Speeding isn't just a statistic; it's a devastating catalyst for irreversible loss and shattered families. Every life is extremely valuable. Let's navigate our roads with a profound sense of responsibility, recognizing that each pedestrian's safety hangs in the balance – because it truly does,” said Janette Fennell, President of Kids and Car Safety

“Consumer Reports strongly supports Sammy’s Law because residents of New York City and any community should be able to get lower speed limits on local streets, if that’s what they want to help protect their loved ones,” said Chuck Bell, Advocacy Programs Director for Consumer Reports. “It’s absurd that New York State prevents the City from following the evidence, which is clear that you are much more likely to survive and avoid a serious injury if you’re hit by a car at twenty miles per hour instead of twenty-five. With around 1 in 5 Americans saying that they or a family member has been hit by a car or has had a close call as a pedestrian in the past year, it’s urgent for lawmakers in Albany to pass Sammy’s Law when the new session convenes,” said Chuck Bell, Consumer Reports, Programs Director, Advocacy

“Simply put, speed kills. Excess speed contributes to the frequency and severity of motor vehicle crashes. It also is especially dangerous for vulnerable road users (VRUs) like pedestrians and bicyclists. The New York legislature has a prime opportunity to address this major contributor to crashes by advancing “Sammy’s Law” in the 2025 transportation budget (S. 8308/A. 8808). Doing so will give New York City the ability to curb speed limits, a proven lifesaver. It is time to get this commonsense solution across the finish line,” said Cathy Chase, President of Advocates for Highway and Auto Safety

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State Senator Ramos, Transportation Alternatives Statements After Traffic Violence Kills 8-Year-Old Bayron Palomino Arroyo in East Elmhurst, Queens 

This child was the 750th person — and the 34th child — killed in Queens since the launch of Vision Zero.

Crashes have killed 52 people so far in 2024 – 27% higher than the Vision Zero-era average.

This child was the 750th person — and the 34th child — killed in Queens since the launch of Vision Zero.

More than one in three people killed so far in 2024 were killed in Queens.

QUEENS, New York — On Wednesday afternoon, the driver of a Nissan pickup truck struck and killed 8-year old Bayron Palomino Arroyo and injured his brother as they crossed the street at 31st Avenue and 100th Street in East Elmhurst, Queens.

More than half of the children killed in the last two years were killed in Queens, including three children who were walking, 7-year-old Dolma Naadhun and 3-year-old Quintas Chen.

Larger vehicles have deadly consequences. SUVs, pickup trucks, and other large vehicles have killed 67 children in the Vision Zero era, representing 61% of all child fatalities.

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

“New York City’s leaders failed this child. He deserved to have a future. Yet, instead our city’s leaders have prioritized the movement of vehicles over the safety of our children. We send our deepest condolences to his loved ones.”

“We’ve lost 109 children to traffic violence since Vision Zero began in 2014. Let there not be one more. Mayor Adams must take action today to keep people safe: Daylight every intersection and build car-free pedestrian space. In Albany, our leaders must finally pass Sammy’s Law to give New York City the power to set its own speed limits. Refusing to act is not an option.”

Statement from State Senator Jessica Ramos:

“I want to extend my deep and sincere condolences to this family. They join an unfortunate number of families in our community who have felt this loss.”

“We are a city, not a suburb. I implore drivers to move through my community with that in mind. I fight so hard for improved public transit because there are too many cars on the road, particularly SUVs and pickup trucks that do not allow for full visibility in city streets. Having too many cars on our streets causes traffic and road rage, which is a recipe for disaster.”

“I understand some people must drive for work or because they live with a disability. But if you do not need to drive, please don’t.”

“In addition to passing my bill to implement scramble crosswalks around schools and passing Sammy’s Law, we need to have a serious conversation about who is awarded the great responsibility of driving in our neighborhoods. It is clear that drivers should be retested frequently, as too many deaths have been the result of a failure to yield to pedestrians crossing the street.”

“Nothing will bring the child back. We can only fight for traffic calming initiatives and better driver behavior so we can save lives.”

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Statement from Transportation Alternatives After Hit and Run Driver Kills Pedestrian in Manhattan

Canal Street is the most dangerous street in Manhattan.

Canal Street is the most dangerous street in Manhattan. 

In the past five years, drivers have killed three pedestrians on Canal Street. 

NEW YORK — This morning, an SUV driver hit and killed a pedestrian at the intersection of Canal Street and Lafayette Street in Chinatown. The driver did not stop and left the scene. 

Canal Street is the most dangerous street in Manhattan. Over the past five years, drivers have killed three pedestrians, and in the last two years, four bike riders and one pedestrian have been seriously injured on the corridor. Canal Street has been listed as a Vision Zero Priority Corridor since 2015, but no safety upgrades have been made at this intersection. 

While the majority of New Yorkers traveling along Canal Street are pedestrians (64%), cars and trucks take up most of the space. Canal Street also runs through Council District 1, which has some of the highest traffic volumes in the city, the slowest buses, and the worst air pollution despite the fact that 79% of households in this district are car-free, according to Spatial Equity NYC.

In response to these deadly conditions, TA’s Manhattan Activist Committee launched its Fix Canal campaign in 2018. The campaign calls for a comprehensive redesign of the entire street to prioritize safety for everyone. 

Tonight, the Manhattan Activist Committee is hosting a walking audit of Canal Street from the crash site to Seward Park. The walking audit will be joined by Council Member Marte to survey all dangerous conditions along the street. 

Statement from Transportation Alternatives Executive Director Danny Harris:

“We are devastated and angry to learn that a hit and run driver killed a pedestrian earlier this morning on Canal Street, Manhattan’s own Boulevard of Death. We send our condolences to their family, friends, and community. We also hope that the driver is found and held accountable.”

“City Hall knows that Canal Street is one of the most dangerous in our city, but has refused to fix it across multiple mayoral administrations despite death, serious injury, and repeated calls for a comprehensive redesign by TA and others. Every traffic death and serious injury must be a call to action, and let this be another call to the City to fix Canal Street.”

“New Yorkers are regularly dying on streets the City knows are dangerous – just last week, a driver killed a bike rider on another Vision Zero Priority Corridor. It’s high time for our leaders to put safety first on our streets.” 

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Statement from Transportation Alternatives After Driver Hits and Kills Bike Rider in Williamsburg

Traffic violence has already killed 35 people less than 2 months into 2024.

Traffic violence has already killed 35 people less than 2 months into 2024.

Just a block away and a few hours earlier, a speeding driver hit a MTA bus, ejecting and killing a passenger in the car.

BROOKLYN, NY — This morning, a block away from IS 318, a driver struck and killed a bike rider on a Citi Bike at Lorimer Street and Broadway in Williamsburg, Brooklyn. The night before, only a block away at Harrison Avenue and Lorimer Street, a speeding hit-and-run driver struck a B48 MTA bus. The collision ejected and killed one of the passengers in the car, 33-year-old Alex Caba-Guitierrez. The driver left the scene.

Lorimer and Broadway is a dangerous intersection, filled with slip lanes that encourage speeding and no infrastructure to keep pedestrians or cyclists safe. Broadway itself is also an extremely dangerous street. It’s a Vision Zero Priority Corridor, and there have been 20 serious injuries on the road since 2022, including eight serious bicycle injuries.

Statement from Transportation Alternatives Executive Director Danny Harris:

“We are heartbroken to learn that drivers killed two New Yorkers in Williamsburg within 24 hours – and horrified that children witnessed the impact of a fatal crash during their morning trip to school. We send our thoughts and condolences to their community and their loved ones.”

“We know which streets and intersections in our city are dangerous – it’s time to truly fix them before more New Yorkers are injured or killed on the mayor’s streets. This street has been a Vision Zero Priority corridor for over a decade, and let this be another tragic call for the City to fix it and keep cyclists safe.” 

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Updated Spatial Equity Tool From TA, MIT Shows Widespread Inequity, Racial and Economic Divides in Bus Speeds, Plaza Access, Flood Exposure; Demonstrates Need for Congestion Pricing 

The expanded tool now includes brand-new data layers, such as flooding or access to public seating, and maps all data by both State Assembly and State Senate Districts for the first time.

Spatial Equity NYC, an online data tool released by Transportation Alternatives and the Norman B. Leventhal Center for Advanced Urbanism (LCAU) at MIT, depicts the impact of car-centric planning and policies on public health, the environment and mobility.

In the ten City Council districts with the most bus commuters, there are 53% more Latino residents and 34% more Black residents, compared to the average district, but 14% fewer streets with a bus lane. 

In the ten City Council districts with the most flooding, the share of Black residents is 32% higher than the average district.

Council districts where a majority of residents are Black have 40% fewer residents living within walking distance of a pedestrian plaza, and council districts where a majority of residents are nonwhite have 37% fewer residents living within walking distance of a pedestrian plaza — as compared to the average New York City Council district.

NEW YORK — Today, Transportation Alternatives, alongside MIT’s Norman B. Leventhal Center for Advanced Urbanism (LCAU), is both updating and expanding Spatial Equity NYC, a tool that maps and analyzes inequities in how public space is used and allocated across New York City. 

The expanded tool now includes brand-new data layers, such as flooding or access to public seating, and maps all data by both State Assembly and State Senate Districts for the first time. Spatial Equity NYC also ranks and compares each district by over a dozen equity metrics, so anyone using the tool can see how each community compares to other neighborhoods across New York City. With this new data, New Yorkers can advocate for the changes and resources their communities need. 

This new tool depicts shocking new inequities when it comes to who in New York City is impacted by spatial allocation. For example:

  • Low-income New Yorkers ride the bus the most, but receive the worst service. In the ten lowest-income City Council districts, residents are 45% more likely to rely on the bus than the average district. However, bus speeds in these districts are 10% slower, compared to the average district. 

  • In the State Assembly districts that make up the congestion pricing zone, there are significant inequities caused by congestion, leading to 20% slower bus speeds, 17% higher PM 2.5 levels (a dangerous air pollutant), and 22% higher rates of serious traffic injuries, compared to the average district – even though 79% of households here do not own a car. 

  • The most flood-prone districts are some of the least prepared for it. The 10 City Council districts expected to see the most flooding have less water-absorbing greenery – with 10% less permeable surface area and 22% less tree canopy than the average district – despite 85% more of their residents living in a floodplain, compared to the average district.

  • Pedestrian plaza access is profoundly unequal. More New Yorkers live within walking distance of a pedestrian plaza in Council District 1 than the total number of New Yorkers who live within walking distance of a pedestrian plaza in 26 other council districts combined.

Spatial Equity NYC now includes 24 data layers, including six new layers and additional data visualizations. Now anyone can see the percentage of residents who: live in a floodplain, live near a pedestrian plaza, have access to sidewalks, suffer from serious injuries from traffic, and visit the emergency room due to childhood asthma, as well as the average commute times by various modes. The tool also shows every traffic fatality since Vision Zero began in 2014, the canopy of every tree, every on-street city bench, flooding, bus lanes, and subway lines. This tool is also no longer static; all of these layers will now refresh as new data becomes available. 

An updated Spatial Equity NYC is launching alongside four new factsheets on bus commute times for low-income riders; flood risk in Black communities; pollution and traffic violence in the congestion pricing zone; and pedestrian plazas in neighborhoods of color. These fact sheets also include recommendations to improve the inequities highlighted in the data. 

Gathering raw data provided by trusted sources including the US Census Bureau and the City of New York, Spatial Equity NYC is a one stop shop for policymakers, journalists, and the public to get a clear look at disparities and provides concrete solutions to fix these inequities. Spatial Equity NYC’s update and expansion extends this functionality, allowing users to now analyze data by State Senate and Assembly districts, as well the already-available City Council District and Community Board options. 

"Today, we're expanding Spatial Equity NYC with MIT to give New Yorkers more ways to see how the decisions on our streets impact our health, environment, and infrastructure. The inequities this tool brings to light are staggering, and entirely fixable," said Danny Harris, Executive Director of Transportation Alternatives. "By empowering New Yorkers with data and solutions, Spatial Equity seeks to build a more equitable, healthy, sustainable, and vibrant New York City.”

“While much of the data we need to advocate for communities exists openly it is hard for policy makers to obtain it, and if they can access it, perform the quantitative analysis that shows how well their community measures up to others. Spatial Equity NYC fills that gap, making it easier to see how well your community is doing, thereby making it much easier to advocate for change,” said Professor Sarah E. Williams, Director of the Leventhal Center for Advanced Urbanism at MIT.

“There’s no reason that Staten Islanders should be denied access to sidewalks, more children in the South Bronx should visit the emergency room for asthma, or neighborhoods across Southeast Queens should be devoid of public space like benches and pedestrian plazas,” said Philip Miatkowski, Senior Director of Research & Policy at Transportation Alternatives. “These inequities are man-made, and they all have solutions. The expanded Spatial Equity NYC sheds new light on our city’s staggering misallocation of space and resources — a reality that upholds a dangerous status quo. We’re also offering solutions to some of the city’s most pressing problems, and encouraging everyone in the five boroughs to demand more from our elected leaders. It’s time to imagine and build a city that serves us all.”

What is Spatial Equity?

In New York City, streets and sidewalks make up the majority of public spaces — and more than three-quarters of this space is devoted to parking and moving cars. Devoting so much of New York City’s finite public space to car traffic has created widespread and deeply inequitable harms, especially to already vulnerable populations. 

Spatial equity is a way to understand how public space — including streets, sidewalks, and green spaces — is distributed, restricted, used, and made unusable, and the different outcomes that result for different communities. Public space can be used positively — such as a bus lane that speeds up commutes — or negatively — such as impermeable asphalt that makes flooding worse. 

What Supporters Are Saying:

“Every New Yorker deserves access to the public space  and public resources they need to thrive — be it clean air, trees, sidewalk space, public benches, bus lanes, or bike parking,” said Public Advocate Jumaane D. Williams. “With this expanded tool, New Yorkers everywhere can see how their neighborhood compares to others — and push their elected leaders at the city and state level to do better. With Spatial Equity’s new data, we can fight for a better city for us all, and push to end man-made inequities like increased risk of childhood asthma, higher rates of traffic violence, and extreme heat.” 

"In the quest for equity, the labyrinth of urban disparities demands our attention. With the updated Spatial Equity Tool shedding light on the intersections of race, economics, and infrastructure, we're equipped to forge pathways to empowerment. From pedestrian plazas to flood-prone communities, our actions must resonate with justice, as exemplified by congestion pricing –  not just as a fiscal tool, but as a common-sense climate justice and traffic reduction measure. Every street, sidewalk, and green space must echo the chorus of accessibility and empowerment for all communities,” said State Senator Robert Jackson

“The Spatial Equity NYC website illustrates the harsh reality southern Brooklyn residents have known all too well. For far too long, New York City was designed with Manhattan as a center point thus leaving outer-borough communities with inequitable transportation options and lack of investments in public spaces. Working class New Yorkers depend on public transportation to get around their own City and our current system continues to fall short on the needs of southern Brooklyn. As we continue to shed light on inequities with data-driven tools, we must invest in and deliver a reliable and equitable New York,” said State Senator Iwen Chu

“My community has the third highest levels of extreme heat in NYC and ranks 25th out of 28th in terms of district access to bus lanes. I hear these statistics and think of the families with young children, the seniors, and the workers who rely on our bus network to move through our city. These are policy choices that do not demand complicated solutions. This is a perfect example of how climate justice, transit equity, and racial justice go hand in hand,” said State Senator Jessica Ramos

“This powerful new tool from Transportation Alternatives and MIT is a treasure trove of clear, accessible data about our city. Among other things, it makes a very strong argument for the necessity and benefits of congestion pricing, as the data shows that my Senate District on the East Side of Manhattan has the worst air quality of any district in the city, and slower bus speeds and more traffic injuries than almost all other districts. I encourage all my colleagues in government to take a look,” said State Senator Liz Krueger

“It is no secret that marginalized populations are disproportionately impacted by inequitable access to public transportation and public spaces,” said Assembly Member Harvey Epstein. “Today's announcement highlights the severe inequities that folks in my district face as a result of congestion, with significantly longer wait times for buses and poorer air quality. We must work to improve access to public transportation, decrease air pollution, and create more public spaces in our community.”

“Mayor Adams’ failure to build bus lanes in accordance with the law has hit communities of color hardest. This is no accident. It is disproportionately low-income Black and brown commuters who are stuck sitting on buses that go 8 miles an hour - the slowest in the country. I’m grateful for this new data from Spatial Equity NYC, which backs up the daily experiences of New Yorkers— and hope that it will serve as a catalyst for Mayor Adams to finally get into legal compliance by building bus lanes for all New Yorkers,” said Assembly Member Zohran K. Mamdani

“New Yorkers living on Flatbush Avenue deserve the same access to reliable transportation and public space as those on Park Avenue. The data in the new Spatial Equity tool shows what people in neighborhoods like mine have always known: low-income communities of color don’t get the services they need. This should be a wakeup call to my fellow elected leaders throughout the city and state. It’s time for us to stand up and take action to ensure that public space works for all New Yorkers, no matter what zip code they call home,” said Assembly Member Brian A. Cunningham

“It’s no secret that access to public transportation is not equal for all New Yorkers, and hopefully expansion of bus lines and subways can help remedy that. In the meantime, the updated Spatial Equity Tool developed by Transportation Alternatives and MIT shows exactly where those inequities lie. New York City, especially in Lower Manhattan, is very densely populated, and a faster and more reliable bus system would be a huge benefit to the community,” said Council Member Christopher Marte

“Everyone in New York City is a pedestrian – and we all deserve access to basic resources like wide sidewalks, pedestrian plazas, public seating, and more,” said Council Member Shahana Hanif. “These public spaces and public seating are especially critical for New Yorkers walking with families, New Yorkers who have disabilities, and New Yorkers who are aging in place – but they’re not allocated equitably across our city. The expanded Spatial Equity NYC will empower New Yorkers in the 39th district and across New York City to see inequities in their neighborhood and demand better – from more pedestrian space to cleaner air to more trees.” 

"The Spatial Equity NYC data tool sheds crucial light on the clear divides and perils born from our long-standing car-centric urban design. Access to this kind of robust data is paramount as we chart a course towards a future where the needs of our communities take precedence. I am eager to collaborate with my Council peers to reverse historical policies and reconstruct a cityscape where people—and not cars—are at the forefront of our planning,” said Council Member Erik Bottcher.

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About Transportation Alternatives 

For over 50 years, Transportation Alternatives has led the movement for safe, equitable streets in New York City because streets belong to the people of New York City. TA uses a combination of neighborhood-level grassroots organizing and citywide advocacy to push for changes in public policy, street design, enforcement, and resource allocation that transform our city’s streets for the better.

About MIT Norman B. Leventhal Center for Advanced Urbanism

Urbanism constitutes one of the most complex societal challenges of today’s world. MIT's Norman B. Leventhal Center for Advanced Urbanism (LCAU) is motivated by the radical changes in our urbanizing environment, and focuses on the design and planning of large-scale, complex, metropolitan environments. The LCAU’s mission is to establish a new theoretical and applied research platform to create knowledge that can be used to transform the quality of life throughout the urbanized world. LCAU is committed to achieving this goal through collaborative interdisciplinary research projects using design as a mode of inquiry, intellectual discourse, and dissemination through leadership forums, conferences, publications, and teaching.

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‘Delivering Safety’: Transportation Alternatives Releases New Report, Recommendations for New Department of Sustainable Delivery 

As City Hall announces plans to launch a new Department of Sustainable Delivery, Transportation Alternatives proposes a framework for the new agency.

As City Hall announces plans to launch a new Department of Sustainable Delivery, Transportation Alternatives proposes a framework for the new agency. 

Delivery work is the most dangerous job in New York City.

NEW YORK — Transportation Alternatives today released a new report, Delivering Safety: A Regulatory Framework to Rein in the Destructive Practices of Same-Day Delivery App Companies for Calm Streets and Just Working Conditions. Los Deliveristas Unidos, part of Worker’s Justice Project, is also releasing a set of recommendations for workers’ rights, and together, they offer specific and comprehensive guidance on the regulation of delivery app companies in the five boroughs. 

“The Department of Sustainable Delivery is a first-of-its-kind venture to regulate the same-day delivery industry and help bring safety to our streets,” said Danny Harris, Executive Director of Transportation Alternatives. “Today, delivery apps are in a race to the bottom where everyone loses except their shareholders. It’s past time to regulate these companies, protect workers, and protect our most vulnerable street users. With a holistic regulatory system, we can solve several pressing New York problems at once and help our city get ahead of new freight and delivery modes from drones to AVs. We applaud the Adams administration for advancing this new department and look forward to working with the City Council and City Hall to make these ideas a reality.” 

“Delivering safer streets in New York City starts with guaranteeing stronger worker protections,” said Ligia Guallpa, executive director of the Worker’s Justice Project. “It’s critical that we hold delivery app companies accountable for their role in creating unsafe conditions on our city’s streets and sidewalks, while also continuing to strengthen delivery workers’ rights and protections. The new Department of Sustainable Delivery presents an opportunity to advance bold solutions and enhance street safety, and we look forward to working with the Adams administration and New York City Council to meet this critical moment with the equitable and justice-centered vision it demands.”

Without regulation, delivery app companies have fueled several interrelated safety concerns: the proliferation of unsafe micromobility vehicles and uncertified batteries, deadly working conditions for delivery operators — delivery work is now the deadliest profession in New York City — and danger on city streets.

This report proposes a regulatory effort to collect data; process any complaints; investigate crashes and theft; and hold companies to account.  

Same-day delivery companies should pay for the privilege of operating a business in New York City, and operate by a standard that does not harm its workers, any other New Yorker, or the city at large. The Department of Sustainable Delivery can and should give the public a central place to direct their concerns as well as give the New York City Council a mechanism for oversight. Ideally, this department can serve as a hub to track and regulate new forms of freight and delivery not yet in operation – from drones to delivery robots. 

By setting minimum safety standards and charging companies a fair market rate for operating, the City of New York can update infrastructure to meet the needs of this moment: safe streets, safe intersections, safe batteries, safe e-bikes, safe charging stations, and more.

Today’s report builds on TA’s past work calling for critical infrastructure improvements in Building an E-Micromobility Future and The Case for Self-Enforcing Streets

"Delivery apps make billions operating on streets that were never designed to serve such a high volume of e-micromobility," said Sara Lind, Co-Executive Director at Open Plans. "This proposal finally gets at the root of the chaos they’ve created by regulating the industry from the top. Apps should help fund the bike lanes, bike parking, and public charging that their workers need to do their jobs; and creating adequate infrastructure keeps everyone safe and comfortable, not just deliverers. The answer is not targeting bikes or bikers - it’s holding the major players accountable for their use of our streets for their profits."

“We strongly support the recommendations outlined in Transportation Alternatives’s report on the proposed Department of Sustainable Delivery. The delivery ecosystem is essential to the city’s economy, and putting in place common-sense reforms and regulations to hold delivery-app platforms accountable will greatly improve safety for delivery workers and everyone else who uses New York City’s streets. Getting the scope, structure, and mission of the Department of Sustainable Delivery right will be critical, and we look forward to supporting that work however we can,” said Eric McClure, Executive Director of StreetsPAC.

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Five Lessons from 10 Years of Vision Zero: Transportation Alternatives Releases New Report and Graphics on Takeaways from Vision Zero’s First Decade in New York City

To reach zero traffic fatalities and serious injuries, New York City must learn from the first decade of Vision Zero in the five boroughs.

To reach zero traffic fatalities and serious injuries, New York City must learn from the first decade of Vision Zero in the five boroughs. 

NEW YORK, NY — Transportation Alternatives today released a new report and analyzed major takeaways from the first decade of Vision Zero in New York City. For the past 10 years, New York City has launched a wide range of interventions aimed at protecting New Yorkers from traffic violence. The 10-year anniversary of Vision Zero offers an opportunity to look back and consider what has worked, what has not, and why.

“Vision Zero has undoubtedly saved lives across New York City – but unless we learn from our past successes and failures, we can never truly reach Vision Zero,” said Danny Harris, Executive Director of Transportation Alternatives. “Ultimately, the goal of this report is to build on the successes of the program and address the challenges so that no New Yorker need worry about death or serious injury while walking, biking, or driving across the five boroughs. We hope to see our elected leaders at all levels of government taking these recommendations seriously today so that the next decade of this program can save even more lives.”

The report chronicles five lessons — and includes nine charts — from New York City’s Vision Zero program and includes recommendations to improve and strengthen the program moving forward. These lessons include:

  • Implement Safety Interventions Systemwide: The most successful Vision Zero efforts are those implemented systemwide. Too often, cities fix streets in a piecemeal manner or only after a dangerous crash – instead of implementing systemwide, comprehensive improvements. In contrast, programs like reducing the speed limit and building a network of speed safety cameras citywide can and do save lives. When New York City lowered its speed limit to 25 mph and launched an automated speed safety camera program,  these systemwide changes have changed driver behavior and reduced crashes, speeding, injuries, and fatalities.

  • Make Inexpensive Changes Universal: Vision Zero efforts often overlook the effectiveness of low-cost safety interventions installed at scale. While the cost of a street redesign can be significant and the need for upfront capital can stall even the most well-intended Vision Zero programs, less expensive changes (like Leading Pedestrian Intervals) can save lives when implemented comprehensively throughout a city. 

  • Build Self-Enforcing Streets: While police enforcement presumes that punishment will change future behavior and requires a police officer to witness a dangerous behavior, reengineering a street can reduce risk even in the face of dangerous behaviors, protects people 24 hours a day without staffing, and works preemptively to prevent harm. Coupled with automated enforcement, these “self-enforcing streets" can create safe conditions and reduce reckless behavior at scale. 

  • Focus on Action, Not Advertising: In many Vision Zero cities, officials devote extensive resources to public education advertising campaigns — billboards, flyers, public service announcements. These campaigns have been proven expensive and largely ineffective – and with limited funding, Vision Zero programs must focus on solutions that are proven to save lives, not waste funding on counter-productive programming. 

  • Adapt to Changing Conditions: The initial success of Vision Zero programs can plateau or even recede when city officials fail to adapt to changing conditions and needs on city streets. Over the past ten years, cars have grown in size and weight while New York City’s streets have welcomed even more pedestrians and bike riders. Each of these changes directly increase the likelihood of deadly conflict, but few efforts have been made to mitigate each of these issues or their collective impact on more dangerous street conditions. 

The City of New York launched the first Vision Zero program in the U.S. in 2014, inspiring a cascade of followers across the country. A decade later, New York City continues to demonstrate areas of success, but also is facing significant challenges as the conditions that impact traffic violence are changing faster than our systems and political will. By taking initiative today, learning lessons from our shortcomings, replicating our successes system wide, and adapting Vision Zero to meet the reality of New York City streets in 2024 and beyond, New York City can save lives, inspire more cities to follow suit, and reassume its role as the U.S. leader in traffic safety.

This report follows TA and Families for Safe Streets’ data analysis of the first 10 years of the program, which showed it has saved at over 450 lives.

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Transportation Alternatives and Families for Safe Streets Analyze Data From First 10 Years of Vision Zero

After 10 years of Vision Zero, Transportation Alternatives and Families for Safe Streets analyzed the City of New York’s own traffic fatality data to show trends, gaps, and successes from the first decade of the program

Traffic fatalities were 16% lower in the last ten years compared to the decade preceding Vision Zero – a difference of more than 450 lives.

Pedestrian fatalities fell 29% from 2014 to 2023.

Since the launch of Vision Zero, fatalities in majority-white community boards have fallen 4% — while increasing 15% in majority-BIPOC community boards and 30% in majority-Latino community boards.

2023 was the deadliest year under Vision Zero for bike riders – and 41% more cyclists were killed in the second five years of the Vision Zero era than the first five.

After 10 years of Vision Zero, Transportation Alternatives and Families for Safe Streets analyzed the City of New York’s own traffic fatality data to show trends, gaps, and successes from the first decade of the program. 

Vision Zero has saved hundreds of lives: pedestrian fatalities fell 29% from 2014 to 2023 and fatalities were 16% lower during the decade of Vision Zero than the decade before its implementation. But, as more and bigger cars and trucks come to New York City – as they have over the past decade – the “safe systems approach” that underlies Vision Zero grows ever more important and essential to save lives on our streets. 

At the same time, New York City hasn’t reached Vision Zero. When the program was launched a decade ago, traffic crashes killed 259 New Yorkers in the first year of the program. In 2023, traffic crashes killed the exact same number of New Yorkers – 259. Over the past decade, 2,412 New Yorkers have been killed in traffic violence. 2023 was especially deadly for bike riders – the deadliest year since 1999 – as more New Yorkers turn to bikes as our protected infrastructure lags.

“Vision Zero is a critical program to save lives and improve New York City, but to be successful and save lives, our leaders need to implement this program with the financial resources, political backing, and urgency it needs,” said Danny Harris, Executive Director of Transportation Alternatives. “Vision Zero isn’t just a slogan, but a call to action: we must design streets that keep New Yorkers safe. We fought to bring this lifesaving program to New York City and we will keep fighting until we’ve hit Vision Zero – not Vision 259 – and everyone in all five boroughs can walk, bike, drive, and take transit without fear of death or serious injury.” 

“My son was killed when he was biking down Queens Boulevard over ten years ago. Since his death, I've fought for safer streets all across New York, and Queens Boulevard has been fundamentally transformed to truly serve everyone,” said Lizi Rahman, a founding member of Families for Safe Streets. “The success of the Queens Boulevard redesign shows that Vision Zero is possible with the right policies, but we need to do so much more across New York City. We must redesign every dangerous street. Our leaders must refocus on what we know works, and take steps today so no one else has to join Families for Safe Streets.”

Key takeaways from the first decade of Vision Zero:

Vision Zero works when we invest in it citywide. Traffic fatalities were 16% lower in the last ten years compared to the decade preceding Vision Zero – a difference of more than 450 lives. This is undoubtedly due to Vision Zero transformations across New York City, from redesigned streets to speed safety cameras to lower speed limits. By reducing traffic deaths, New York City has saved New Yorkers $8.3 billion over the past ten years, from wage and productivity losses, medical expenses, administrative expenses, motor-vehicle damage, employers’ uninsured costs, and value of lost quality of life.

Pedestrians are significantly safer than a decade ago. Citywide safety efforts, including a lowered speed limit, the installation of more than 2,000 speed safety cameras, and increasing the number of leading pedestrian intervals (LPIs) – which give pedestrians and bike riders a 3-7 second head start at stop lights to increase their visibility – 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 and serious injuries by 34%.

While whiter, wealthier communities have safer streets than ten years ago, lower-income communities and communities of color have experienced an increase in traffic violence. When comparing the first five years of Vision Zero versus the second half of Vision Zero, it’s clear the program has not been fully or effectively implemented in neighborhoods of color and with lower incomes. While community boards with majority-white populations experienced a 4% decrease in traffic fatalities, community boards with majority-Black populations saw a 13% increase in traffic fatalities, and community boards with majority-Latino populations had a 30% increase in traffic fatalities. The top 10 community boards with the highest percentage of residents of color saw a 20% increase in traffic fatalities. This doesn’t mean Vision Zero doesn’t work, but the opposite: it only works as well as it’s implemented and prioritized. Vision Zero can make every neighborhood safer, but it must be fully and effectively implemented everywhere.

New York City’s bicycle infrastructure has not kept up with the rise in biking. As more and more New Yorkers are choosing to bike, New York is not building enough protected bike lanes. Nearly 100% of bike riders killed during the first decade of Vision Zero were killed on a street with no protected bicycle infrastructure. 

Motorist fatalities are continuing to skyrocket. Motorist fatalities are up 23% citywide, and have increased significantly in community boards that are home to more people of color or low income New Yorkers. In the first five years of Vision Zero compared to the latter five, community boards with a majority-white population saw a 1% decrease in motorist fatalities, but majority-Black districts saw a 33% increase and majority-Latino districts saw an 81% increase. 

The vast majority of pedestrians killed in traffic crashes are killed by cars. Since the onset of Vision Zero, drivers of cars, trucks, and other large vehicles have caused over 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 2023, SUVs killed 70 people in total, 43 of whom were walking or riding bikes, and nearly two in three pedestrians killed in the past decade were killed by SUVs, trucks, or other large vehicles. From 2016 through 2020, the most recent data available, SUV registrations jumped 21% in New York City. 

New Yorkers are being killed on streets the City knows are dangerous. The top 1% of New York City’s most dangerous streets were responsible for 269 deaths in the 2014-2023 period, representing 11% of the city’s total fatalities. Despite the deadly nature of these 22 streets, many of these roads remain unchanged. Per borough, the most dangerous streets are:

  • E. 138th Street in the Bronx (7.1 fatalities per mile, 12 deaths)

  • Graham Avenue in Brooklyn (5.8 fatalities per mile, 9 deaths)

  • Canal Street in Manhattan (6 fatalities per mile, 9 deaths)

  • Woodhaven Boulevard in Queens (4.4 fatalities per mile, 18 deaths)

  • Bay Street in Staten Island (3.1 fatalities per mile, 9 deaths)

Transportation Alternatives mapped every fatality between 2014 and the end of 2023 to create the only accurate map of Vision Zero fatalities. Check it out.

Queens Community Board 4 saw the largest rise in fatalities per capita of any Community Board during Vision Zero. Queens Community Board 4 – represented by Robert Holden, Francisco Moya, and Shekar Krishnan, in City Council – experienced a 125% increase in fatalities per 10,000 residents. It was one of three community boards – along with Brooklyn CB 14 and Manhattan CB 9 – to see fatality rates at least double from the first to second half of Vision Zero. The Queens Boulevard redesign is one of Vision Zero’s greatest success stories – and while it runs through Queens CB 4, redesigns like this one must be expanded throughout the community board, borough, and city to save lives. Queens CB 4 touches seven Vision Zero priority corridors and overlaps with an area identified for investments by the City – a Tier 1 Priority Investment Area – but no investments were made during the first two years of the Streets Plan. All community boards listed above are majority people of color based on U.S. Census data.

What elected officials are saying:

“Making our streets safer for all New Yorkers is essential to saving lives and must remain a priority,” said New York City Council Speaker Adrienne Adams. “At the 10-year mark of Vision Zero in New York City, it’s promising that there has been an overall decrease in traffic and pedestrian fatalities. However, inequities persist in communities of color, which are still experiencing high rates of traffic violence. The latest data analysis underscores the importance of the Council’s continued efforts with all stakeholders to improve street safety in every community.”

“While we should celebrate an overall decrease in traffic and pedestrian fatalities over the last decade, it is deeply concerning that communities of color are experiencing fatalities at higher rates,” said New York City Council Majority Whip Selvena N. Brooks-Powers, Chair of the Committee on Transportation and Infrastructure. “I’m further alarmed by the fact that 2023 was the deadliest year for cyclists in this century. I appreciate the efforts of advocates and my partners in government to put an end to traffic violence, and in the coming legislative term, I look forward to ensuring the city makes comprehensive investments in street infrastructure as we work to realize Vision Zero.”

“A decade of Vision Zero in New York City has proved that designing for people over cars works to slow speeds, revitalize public spaces, and save lives. However, consistently high fatalities in the city’s communities of color and among cyclists, combined with new challenges posed by oversized vehicles and reckless driving, demand a more ambitious approach. We must redouble our efforts to further curb traffic fatalities and serious injuries in New York City if we ever hope to truly achieve Vision Zero," said Comptroller Brad Lander.

“We are grateful to Transportation Alternatives for consistently monitoring the progress of Vision Zero since its implementation a decade ago and for highlighting the challenges that persist,” said Bronx Borough President Vanessa L. Gibson. “While we can applaud the decrease in traffic and pedestrian violence, one incident is one too many. We will continue to work collectively with the New York City Department of Transportation, the Administration, and transit advocates to identify the challenges that persist, particularly in communities of color, and continue to advocate for cyclist safety initiatives that will keep our streets safe for all New Yorkers.”

“We know significant, life-saving achievements have been made in the last ten years of Vision Zero, and we should be immensely proud of those milestones,” said Queens Borough President Donovan Richards Jr. “But even so, there is still much work to be done to ensure traffic safety in all our communities. It’s clear that more investment is needed to make our streets safer for all who use them in whichever way they use them, especially in our communities that have historically been disinvested in.”

“Vision Zero has saved hundreds of lives, but the City must double down on its investment in safe streets infrastructure in communities of color, where traffic fatalities are on the rise. The past decade has taught us that traffic violence is preventable, and equity must be at the center of Vision Zero policies and street improvements,” said Manhattan Borough President Mark Levine. “May this be the decade we lose not a single pedestrian, cyclist, or motorist to traffic violence – anywhere in the city.”

State Senator Brad Hoylman-Sigal said, “Ten years ago, New York City set an ambitious goal to lower traffic fatalities and make our streets safer for pedestrians. It is encouraging that in the decade since we started Vision Zero pedestrian fatalities decreased by 29% and that over the last ten years traffic fatalities decreased by 16%, compared to the previous ten. While it’s important to celebrate these victories, we also have to acknowledge how much work still needs to be done. 259 New Yorkers were killed in traffic crashes in 2023, the same number that were killed in traffic crashes the year Vision Zero launched. Additionally, 2023 was the deadliest year of the past decade for bikers, motorcycle fatalities are continuing to rise, and communities of color and low-income communities are not seeing the same kinds of decreases in traffic violence that wealthy white communities are. That’s why we need to pass bills like Sammy’s Law (S.2422), the Vehicle Safety Standards Act (S.1952) , and the Crash Victims Bill of Rights (S6278). These common sense laws will make a world of difference to New Yorkers by allowing the City to set slower speed limits to protect our kids, ensuring that new vehicles sold in New York State have safety features that are proven to reduce the chances of a crash, and empowering victims that are hit to hold reckless drivers accountable in court. I’m looking forward to passing this legislation in the Senate, which will help Vision Zero get closer to its final goal of ending traffic-related deaths in New York City.”

"This data makes it clear: when we build streets for people, we save people's lives," said State Senator Andrew Gounardes. "We should be proud of the progress we've made. But there's so much more we need to do, especially when it comes to ensuring communities of color have the safe streets they deserve. Whether it be expanding red light cameras, installing speed limiters in the cars of consistently reckless drivers, or designing better streets, we know what works. Now's the time to get it done."

"It's clear that we must continue to do the work to improve the safety of our streets and get through to motorists that this is a major matter of public safety", said Senator Roxanne J. Persaud. "Although pedestrians are significantly safer than a decade ago, the data shows that we have not achieved Vision Zero and that our low-income communities have experienced an increase in traffic violence."  

“Vision Zero must mean traffic safety for all New Yorkers. It is inexcusable that as traffic fatalities have thankfully fallen in whiter, wealthier parts of our city, they have increased in our majority Black and Brown neighborhoods. The fight for street safety is a fight for racial and economic justice: Mayor Adams must implement Vision Zero with the investment and backing necessary to ensure that safe streets become a reality for all New Yorkers,” said Assemblymember Zohran K. Mamdani.

“I applaud Transportation Alternatives and Families For Safe Streets for their analysis of Vision Zero, and their advocacy for all of us. This 10 year review demonstrates an encouraging reduction in some roadway dangers, but also highlights how much more needs to be done to ensure equity for all communities. I am proud to have sponsored measures like red light cameras and speed safety cameras with the support of dedicated groups like Transportation Alternatives and Families For Safe Streets. We all must redouble our efforts to make streets safer for all New Yorkers,” said Assemblymember Deborah J. Glick.

“Today we commemorate the 10th anniversary of Vision Zero, a movement to eliminate traffic fatalities in our city. Since its inception, traffic deaths have decreased significantly. I am happy to say that Governor Hochul included Sammy’s Law A7266, a bill I am co-sponsoring to allow NYC to determine its own speed limits, in her proposed budget- we must make sure this makes it into the final budget. However, there is certainly more work to be done. Today is an opportunity to celebrate our successes while also renewing our commitment to safe transportation for everyone. Pursuant to this vision, my bill A1416 would authorize a 5-mile-per-hour speed limit on Open Streets in NYC to ensure the safety of everyone,” said Assemblymember Harvey Epstein.

"Vision Zero continues to make a positive impact on street safety, decreasing both the rate of traffic and pedestrian fatalities since its inception. It is also reported that traffic fatalities have increased significantly for majority-Latino communities. The urgency of Vision Zero persists into its tenth year and therefore we must continue to do everything we can to protect New Yorkers from creating more protected bike lanes, to holding drivers accountable, and curb dieting. Thank you Transportation Alternatives for your continued leadership and advocacy on this issue. I look forward to our continued partnership to build more safety infrastructure in Council District 18 and citywide,” said New York City Council Majority Leader Amanda Farías.

“For ten years, Vision Zero has served as a vital call to action for our City: No more traffic deaths. And in its decade-long existence, the campaign has proven successful, driving down traffic and pedestrian fatalities by the hundreds. Looking back, however, it’s clear that there remains serious work to be done to guarantee the full success of Vision Zero and ensure that our City remains committed to fulfilling its stated mission,” said Council Member Crystal Hudson. “I remain resolute in my support of Vision Zero and will continue to work so that cyclists, pedestrians, and drivers alike can use our shared public space without fear of injury or death.”

“After ten years of data, it's clear that Vision Zero saves lives — but there's much more work to do to protect New Yorkers from deadly traffic violence. We know what needs to be done to save lives and call on the Adams Administration and Department of Transportation to swiftly implement proven solutions, especially a network of truly protected bike lanes,” said Council Member Lincoln Restler.

What advocates are saying:

“The data on the past decade of vision is simultaneously disappointing and hopeful. Vision Zero's positive impact on certain communities is inspiring, but its failure to protect our communities of color is reprehensible. We know which tactics work to protect pedestrians and cyclists from harm; what we need from our elected leaders now is the political courage to do what is right rather than what is politically expedient. Thank you to our partners at Transportation Alternatives and Families for Safe Streets for continuing to shine a light on the incredibly damaging consequences of building roads for cars instead of communities,” said Tiffany-Ann Taylor, Vice President, Transportation, Regional Plan Association.

“The future of New York City will be shaped by the strength of our micro-mobility infrastructure," said Ligia Guallpa, Executive Director at Worker’s Justice Project. "Deliveristas have played a pivotal role in establishing a new multimillion-dollar industry that is heavily dependent on urban mobility. As more people opt for alternative modes of transportation — whether for work or leisure — Vision Zero offers a blueprint that prioritizes street safety and calls for urgent investments to enhance the City's biking infrastructure. As essential workers and integral members of the community, Deliveristas are dedicated to making streets safer for all."

"Vision Zero’s principles clearly work," said Sara Lind, Co-Executive Director at Open Plans. "But we’re failing to apply them unflinchingly and equitably. In the last years, City leaders have implemented projects slowly and piecemeal, creating unjust imbalances in who is safe and who gets to enjoy livable communities. And too many local leaders block life-saving street improvements out of loyalty to a vocal minority or a general lack of vision. We’re sacrificing hundreds of lives each year to the status quo -- but these numbers prove that Vision Zero’s promise is within reach. Our leaders should view this data as proof that they can save lives and forever change New York City, if they act with urgency and commit to pursuing Vision Zero now, for everyone."


Note: Transportation Alternatives’ Vision Zero Quarterly Reports have often featured Council District data as opposed to Community Board data. This report, which analyzes 10 years of data, uses Community Boards because they have remained static during the past decade, while Council District lines have shifted.

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Transportation Alternatives, Flossy Organization Statements After 68-Year-Old Man Killed Crossing the Street in Brooklyn, 61-Year-Old Pedestrian Killed in Queens

Council District 46, which includes Canarsie, is the second-deadliest district for traffic fatalities, according to Spatial Equity NYC.

Council District 46, which includes Canarsie, is the second-deadliest district for traffic fatalities, according to Spatial Equity NYC.

Crashes have seriously injured 10 people on the two-mile stretch of Glenwood Road since 2022.

NEW YORK — This morning, in Jackson Heights, Queens, a hit-and-run driver struck and killed a pedestrian at 37th Avenue and 90th Street. Last night, a minivan driver struck and killed a 68-year-old New Yorker crossing Glenwood Road in the crosswalk at E. 105th Street in Canarsie. This is the second death on Glenwood Road in less than a week. 

On January 27, 14-year-old Christian Antoine was killed only two blocks from his home at 81st Street and Glenwood Road when a car crashed into another car, spun out, and hit Christian. Police say the driver was speeding and driving without a license.

The two-mile stretch of Glenwood Road that runs the length of Canarsie is dangerous, with 10 serious injuries on Glenwood Road since the beginning of 2022, according to TA’s serious injury tracker. Despite this, only two Leading Pedestrian Intervals — timed lights that give pedestrians and bike riders a 5-7 second head start at crosswalks — have been installed since the start of Vision Zero. 

Statement from Transportation Alternatives Executive Director Danny Harris:

“We are devastated and angry to learn that reckless drivers have killed two New Yorkers on Glenwood Road in the last week and a New Yorker in Queens. Our thoughts go out to everyone in Canarsie and Jackson Heights, and the friends and family of both New Yorkers. 

“These deaths aren’t accidents, and our elected leaders can make changes today that will save lives tomorrow. It’s past time for Albany to pass Sammy’s Law – allowing New York City to control its own speed limits – and for the Adams administration to meet the basic, legal requirements of the NYC Streets Plan. We will not stand silently as more of our neighbors are killed on city streets.”

Statement from The Flossy Organization Founder & President Jibreel Jalloh:

“In a span of just one week, our Canarsie community has endured the heart-wrenching loss of two neighbors to traffic violence. This demands immediate action from the government & our elected officials.”

“Traffic laws and street designs that genuinely protect pedestrians are not just necessary, they are overdue. We cannot continue to stand by as lives are cut tragically short. We demand swift and decisive action to transform our streets into safe passages for every resident.”

“We remember our neighbors lost not only in mourning but in steadfast advocacy for change, ensuring their legacies are catalysts for real, life-saving measures. Enough is enough; the time for action is now.”

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Families for Safe Streets members — crash survivors or loved ones of crash victims — are available for interviews upon request.

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Statement from Transportation Alternatives on Mayor Adams’ Street Safety Promises in State of the City

In today’s State of the City Address, the mayor promised a new initiative aimed at regulating e-micromobility and the same-day delivery economy. 

In today’s State of the City Address, the mayor promised a new initiative aimed at regulating e-micromobility and the same-day delivery economy. 

NEW YORK — Today, Mayor Eric Adams gave his second State of the City address, laying out his priorities for the next year. These include:

  • A new Department of Sustainable Delivery 

  • Expanded trash containerization

  • Investments in green jobs

Statement from Danny Harris, Executive Director of Transportation Alternatives: 

“Transportation Alternatives has fought for safe streets in New York City for over 50 years – and today’s announcements from Mayor Adams have the potential to solve an urgent and pressing problem on our city’s streets.”

“Since its inception, the same-day delivery industry has wreaked havoc on city streets — putting their bottom line ahead of everyone else. Delivery app companies have no incentive to solve the problems they create – and are only growing more reckless as delivery work has become the most dangerous profession in New York City.” 

“Today, delivery companies incentivize unsafe speeds, require workers to cover their own delivery device costs, and ignore safety on our streets, putting everyone at risk. It’s past time to regulate these companies that have profited off chaos on our streets and ensure safe working conditions and safe streets for all.”

“Last year, we released a plan for how to safely and successfully navigate changing needs and modes of transport on our streets. We’ve partnered with groups from Los Deliveristas Unidos to the Equitable Commute Project, and spoken with hundreds of New Yorkers about the need to ensure that we put the safety and needs of New Yorkers ahead of delivery companies. A Department of Sustainable Delivery could provide for the safety of delivery workers, delivery vehicles, and batteries; prevent companies from imposing policies that cause harm to other New Yorkers on the streets; educate and train delivery workers; and create new tools to keep our streets safe.”

“We must always put the needs and safety of New Yorkers first as we embrace new ways to move people and goods across the five boroughs. Our city needs safer streets for all, better working conditions for delivery workers, and to hold the apps accountable — and we look forward to working with city leaders and partners to bring new agency regulation to delivery companies and address current and future freight needs.”

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State Senators Hoylman-Sigal and Gounardes alongside Assembly Members Rosenthal, Epstein, Mamdani, Mitaynes, Gallagher, Fahy, and Carroll Join With Advocates to Urge Passage of SAFE Streets Package

Albany passed zero significant street safety bills last year.

Traffic violence killed 787 people across New York State in 2023.

Albany passed zero significant street safety bills last year. 

Traffic violence killed 787 people across New York State in 2023.

ALBANY, NY — With this year’s legislative session underway, State Senators Hoylman-Sigal and Gounardes alongside Assembly Members Rosenthal, Epstein, Mamdani, Mitaynes, Gallagher, Fahy, and Carroll rallied with members of the NYS Safe Streets Coalition, including members of Families for Safe Streets, Transportation Alternatives, the New York Bicycling Coalition, AARP-NY,  Hip-Hop Summit Youth Council, Open Plans, Albany Bicycle Coalition, Parks and Trails New York, Capital Streets, Reconnect Rochester, Tri-State Transportation Campaign, and other members of the NYS Safe Streets Coalition, to call on Albany to pass the SAFE Streets Package – six bills that would bring safe streets improvements to communities across the state.

The bills include measures to:

  • Allow New York City to set its own speed limits through Sammy’s Law.

  • Create complete streets by incentivizing safe streets elements in projects receiving state or federal funding and when streets are being resurfaced.

  • Mandate safe vehicles by requiring intelligent speed assistance technology for repeat offenders.

  • Prioritize cyclist safety by allowing bike riders to treat stop lights as stop signs and stop signs as yields. 

  • Protect vulnerable people on our roads by requiring drivers to pass bike riders and pedestrians at a safe distance of at least three feet.

  • Fund complete streets to design and construct roadways that accommodate everyone, including people walking, biking, and taking transit. 

“My son was only 13 years old when he was struck and killed by a truck while riding his bike in Brooklyn. I miss him every day. New York State can do so much more to protect everyone from traffic violence on our streets — and our elected leaders can start by passing the SAFE Streets Package,” said Families for Safe Streets member Margarita Flores. “Last year, Albany passed zero statewide street safety bills. These losses are preventable, but New York is not taking steps to prevent them. It’s past time for Albany to treat traffic violence like a public health crisis and pass the SAFE Streets Package without delay.”

Governor Kathy Hochul included Sammy’s Law, which would give New York City the authority to set lower speed limits without having to ask Albany for approval, in this year’s proposed executive budget. Last year, after Sammy’s Law passed the State Senate with supermajority support and received a City Council home rule message, the Assembly never held a vote on the bill. 

Sammy’s Law is named for Sammy Cohen Eckstein, a 12-year-old boy killed by a speeding driver in Brooklyn in 2013 just a few blocks from his home. Since his tragic and preventable death, more than 2,400 people, including 106 children, have been killed in traffic violence in New York City.

This year, Sammy’s Law includes specific language to target residential streets. This is similar language to what was adopted by Seattle, which reduced serious crashes and fatalities by 17%. The legislation also includes a robust education program and community engagement process before any changes to speed limits are made.

What elected officials are saying:

State Senator Brad Hoylman-Sigal said, “Last year there were over 250 traffic related deaths in New York City, a completely unacceptable number. No one should be putting their life at risk just by taking a walk down the street. It’s time we protect our fellow New Yorkers and pass the SAFE Streets package, which includes three of my bills: Sammy’s Law (S.2422), the Vehicle Safety Standards Act (S.1952) , and the Crash Victims Bill of Rights (S6278). These commonsense laws will make a world of difference to New Yorkers by allowing the City to set slower speed limits to protect our kids, ensuring that new vehicles sold in New York State have safety features that are proven to reduce the chances of a crash, and empowering victims that are hit to hold reckless drivers accountable in court. Thank you to the NYS Safe Streets Coalition, AARP-NY, Consumer Reports, and my friend Assembly Member Rosenthal for your continued efforts to keep the streets of New York safe for all to enjoy.”

"We’re here with a simple message: traveling on New York’s streets should not mean putting your life at risk," said State Senator Andrew Gounardes. "New Yorkers deserve streets that put people–and safety–first. We know speed plays a major role in traffic fatalities. My bill to require mandatory speed limiters for repeatedly reckless drivers is a simple, common-sense approach to putting an end to behavior that puts our families' safety at risk. The best time to pass this life-saving package of bills was years ago. The second-best time is now."

“Pedestrians, wheelchair users, bicyclists, and motorists all need to be safe on New York's streets. This common sense legislation provides our vulnerable road users with a buffer of at least three feet, and directs motorists to approach with caution. We need this legislation to reduce serious injuries and save lives across the state. New York State is one of only a few states that does not already provide this protection for our residents, and this legislation cannot be enacted soon enough," said State Senator Peter Harckham.

“Bicycles are unlike cars and trucks and should not be held to the same traffic rules. This is especially true at intersections where cyclists are most vulnerable to collisions. My Idaho Stop Bill allows cyclists to move cautiously through the intersection without stopping, which is safer for all roadway users. The National Highway Traffic Safety Administration supports Idaho Stop Laws because they reduce fatalities significantly. I hope to work with my colleagues in the Senate Majority and with Assembly Member Fahy to move this legislation and help save lives in New York State,” said State Senator Rachel May.

“I am raising two children in New York City, so the safety of our streets is deeply personal. Too many of my neighbors are still grieving deaths that were entirely preventable,” said State Senator Jessica Ramos (D/WF-Queens). “Children, seniors, workers and small businesses need Albany to pass these simple, common-sense measures this session.” 

"A speeding vehicle can hit and kill a pedestrian in the blink of an eye," said Assembly Member Linda B. Rosenthal (D/WF-Manhattan), Sponsor of Sammy's Law. "However, we have the ability to prevent needless suffering and loss of life by using every single tool at our disposal to lower our speed limits, which is why it is imperative that we pass Sammy's Law in the budget. I am proud to sponsor this critical, lifesaving measure in the New York State Assembly, and on behalf of every family that has ever lost a loved one to traffic violence, I will not let up fighting for its passage this session." 

“We cannot justify continued inaction on traffic violence: 131 pedestrians and cyclists were killed on New York City streets last year. These traffic deaths are often called “accidents”, but they aren’t - they are the inevitable result of policy and street design that prioritize the movement of cars over the safety of New Yorkers. The SAFE streets plan presents the policy and infrastructure changes that will make our streets safer. We must ensure the passage of this plan in the Legislature this year,” said Assembly Member Zohran K. Mamdani

“We must do more to ensure that pedestrians are safe on city streets and stop the rise in car-related fatalities. It’s mind-boggling that we have solutions to prevent traffic crashes and deaths and are not implementing them with full force. The State legislature should pass the SAFE Streets Package, which includes crucial bills such as Sammy's Law and Speed Limits for Repeat Offenders. Thanks to TransAlt, Families for Safe Streets, and New York State Safe Streets Coalition for fighting for street safety measures,” said Assembly Member Jo Anne Simon.

“Unfortunately, in recent years, my district has experienced an uptick in the number of car accidents that have resulted in critical injuries and death for pedestrians and bicyclists. One way we can prevent these tragedies from occurring is to adopt legislation establishing a three feet minimum passing distance that protects pedestrians, wheelchair users and cyclists. This concept has already been enacted by 40 states and New York should follow suit,” said Assembly Member Phil Steck.

“Letting the City lower its speed limits is a commonsense measure that will save lives.  I remain committed to working with my colleagues in government, advocates, and families to pass Sammy’s Law in 2024,” said Assembly Member Robert Carroll

Assembly Member Jon D. Rivera said, “This package of Complete Streets legislation will produce a substantial improvement in street safety for motorists, pedestrians and bicyclists by setting a standard for road resurfacing and preservation. Pedestrian safety is not just a matter of policy; it’s a reflection of our commitment to the fundamental right of every individual to move safely through their neighborhood. By investing in safer streets, we invest in the vitality of our community, fostering an environment where everyone can walk and traverse our cities with peace of mind.”

"I stand united with my colleagues and advocates in our unwavering commitment to safer streets across New York State. This landmark legislation is a critical step in ensuring that our roads are inclusive and secure for all, from our pedestrians to cyclists. Together, let's champion a future where the safety of every New Yorker is a priority on our streets,” said Assembly Member Steven Raga

What advocates are saying:

“After Albany took no action last year, New Yorkers need their lawmakers to address the crisis of traffic violence on our streets,” said Danny Harris, Executive Director of Transportation Alternatives. “The SAFE Streets Package contains proven measures to save lives across New York State. From finally giving New York City the authority to control its own speed limits to implementing proven streets safety measures on road redesigns, Albany must stop delaying and pass the full SAFE Streets Package this year.”

“We strongly support the SAFE Streets Package, especially Sammy's Law, which would allow New York City the option to reduce speed limits on residential streets to 20 MPH, and increased funding for Complete Streets projects, which help redesign streets to safely accommodate all users,“ said Corey Hannigan, the Active Transportation Program Manager at Tri-State Transportation Campaign. “We say enough is enough. 20 is plenty in NYC's residential neighborhoods. And statewide, streets should be complete. We call on our electeds to put these items on the budget and start bringing an end to this totally preventable carnage on our streets.”

"Our members in communities across the state are calling for New York to protect pedestrians, wheelchair users and cyclists by setting a defined passing distance of three feet. This is common sense and common courtesy. It's time for NYS to catch up with the majority of states including our neighbors in Connecticut, Massachusetts, New Jersey, and Pennsylvania and protect our most vulnerable road users. This change would not only protect our most vulnerable road users, but it would also move New York into the top ten bike friendly states in the country, attracting more cycling tourism, and the economic benefits it brings," said Anne Savage, Executive Director, New York Bicycling Coalition.  

“Lower city speed limits work. That fact has been proven before in New York City as well as in other densely populated cities in the nation,” said David McNally, AARP New York’s Director of Government Affairs and Advocacy. “Studies have shown that older New Yorkers are at greater risk when it comes to crossing city streets, and New York City’s population is aging rapidly. Our state leaders must make Sammy’s Law a priority this year to improve safety for pedestrians of all ages.”

“Every year that our state leaders delay passing these bills, hundreds of New Yorkers are killed or injured by traffic violence,” said Sara Lind, Co-Executive Director at Open Plans. “The bills in the SAFE Streets package employ proven solutions to address dangerous streets, by empowering New York City to set its own speed limits and implementing common sense policies to limit reckless, threatening driving. This is urgent. Albany must support the SAFE Streets package and commit to doing whatever it takes to end the disgraceful status quo that encourages traffic violence across New York State.”

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Transportation Alternatives Statement After Hit-and-Run Driver Kills Bike Rider in Queens

2023 is the second deadliest year for bike riders in recorded history, and the deadliest in the Vision Zero-era.

2023 is the second deadliest year for bike riders in recorded history, and the deadliest in the Vision Zero-era. 

Traffic violence has killed 255 New Yorkers this year. 

QUEENS, NY — This morning, a hit-and-run driver in a tractor-trailer struck and killed a New Yorker riding an e-bike at the corner of Northern Boulevard and Parsons Boulevard in Flushing. This is the 29th cyclist killed in 2023. 

Northern Boulevard is a deadly corridor. Since the onset of Vision Zero in 2014, 23 pedestrians and cyclists have been killed on the street – three within a few blocks of this intersection since 2020. Northern Boulevard has the fifth-highest truck volumes of any major truck route in the city. Transportation Alternatives called on New York City to put in a bus lane and a bike lane on the notoriously dangerous street in 2021, but this section of Northern Boulevard remains dangerously unchanged. 

The NYC Streets Plan requires the City to build 50 miles of protected bike lanes by the end of the year. With only three days remaining in 2023, Mayor Adams has only built 34, according to Transportation Alternatives’ protected bike lane tracker.

Statement from Transportation Alternatives Executive Director Danny Harris:

“We are devastated to learn that a driver has killed another New Yorker riding a bike in a hit-and-run. We send our deepest condolences to their loved ones. This hit-and-run driver must be found and held accountable.”

“Northern Boulevard is a highway masquerading as a road. With several lanes of through traffic and a design that puts cars above all else, it’s designed to be dangerous. Our leaders have failed this bike rider and every New Yorker who lives along this road. We know how to prevent crashes like these from occurring, yet we leave our streets dangerous.”

“2023 has been the safest year for pedestrians under Vision Zero, and it’s time for Mayor Adams to bring that same urgency and dedication to protecting bike riders on our roads – especially in Eastern Queens. Traffic violence is a choice not an inevitability, and we will not accept any death or serious injury on our streets.”

“As 2023 comes to a close, it’s clear City Hall will not meet the mandates of the Streets Plan. Bike riders continue to die on our streets and Mayor Adams won’t even meet his legal requirements to keep New Yorkers safe. It’s unacceptable – and it’s illegal. Ignoring this preventable crisis will not make it go away.” 

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Transportation Alternatives Statement on New Information in the Kenny DeForest Crash

At Transportation Alternatives, we strive to put out information that is both accurate and timely. We will continue to closely monitor this and future crashes, and send our condolences to the family and friends of Kenny DeForest.

After Transportation Alternatives put out a statement last week, new information has been reported about the crash that killed Kenny DeForest.

BROOKLYN, NY — On December 14, Transportation Alternatives released a statement on the death of Kenny DeForest, who died from his injuries on the 13th after a December 8 crash. Our assessment was based on available reporting at the time. Over the following days, more information has been released about the circumstances of the crash. According to the police, as well as friend Ryan Beck, Kenny DeForest was likely e-biking on Rogers Avenue in Crown Heights when he crashed into a parked car. He was brought to Kings County Hospital, where he died days later. As of now, we do not believe that he was hit by a car while biking, and we apologize for any confusion our previous statement may have caused.

Miscommunications like these can be avoided in the future with better transparency and accessibility. Unlike other peer cities, New York City does not have a regularly updated Vision Zero Dashboard; Washington D.C. updates their dashboard daily, but New York City’s dashboard is only updated every few months. 

At Transportation Alternatives, we strive to put out information that is both accurate and timely. We will continue to closely monitor this and future crashes, and send our condolences to the family and friends of Kenny DeForest.

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Transportation Alternatives Statement After Driver Kills Bike Rider in Brooklyn, 2023 Now Second-Deadliest Year for Cyclists in Recorded History

Our leaders failed Kenny — and every bike rider killed in this record-breaking year for cyclist deaths. Our leaders know how to prevent crashes from happening, especially as we’re on track for the safest year for pedestrians during Vision Zero, and they must bring this same effort and urgency to keeping cyclists safe.

Traffic violence has killed 249 New Yorkers in 2023.

BROOKLYN, NY — On December 8, a driver struck Kenny DeForest while he was riding a bike in Brooklyn. DeForest died because of this crash on December 13. 

2023 is now the second-deadliest year for bike riders in New York City’s recorded history, only behind 1999.

In October, hundreds of New Yorkers gathered at City Hall to demand Mayor Eric Adams take action to make New York City streets safe for bike riders. Specifically, they called for him to  fully-implement the NYC Streets Plan and build 50 miles of legally mandated protected bike lanes by the year’s end. With two weeks remaining in 2023, Mayor Adams has only built 30, according to Transportation Alternatives’ protected bike lane tracker.

Statement from Transportation Alternatives Executive Director Danny Harris:

“We are devastated to learn that another New Yorker riding a bike was killed in New York City, making 2023 the deadliest year for cyclists since 1999. We send our deepest condolences to the loved ones of Kenny DeForest.”

“Our leaders failed Kenny — and every bike rider killed in this record-breaking year for cyclist deaths. Our leaders know how to prevent crashes from happening, especially as we’re on track for the safest year for pedestrians during Vision Zero, and they must bring this same effort and urgency to keeping cyclists safe.”

“Traffic violence is a choice. We cannot continue to accept death on our streets. With just weeks left in 2023, Mayor Adams is on track to miss the legal mandates of the NYC Streets Plan for the second year in a row. This is unacceptable. No more excuses, no more delays. Deliver safe streets today for all New Yorkers.”

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TESTIMONY: Oversight Hearing Testimony on Government Emissions Reduction

The climate emergency is the existential threat of our time. The planet is heating up at a rapid pace, and the local effects of the climate crisis are more visible than ever.

NYC Environmental Protection, Resiliency, and Waterfronts
Oversight Hearing Testimony on Government Emissions Reduction
December 12, 2023

Good afternoon, and thank you to Chair Gennaro and the members of the Environmental Protection, Resiliency, and Waterfront Committee. My name is Nina Guidice and I am the Policy Manager at Transportation Alternatives. Thank you for convening this oversight hearing on the City’s progress on reducing government greenhouse emissions.

The climate emergency is the existential threat of our time. The planet is heating up at a rapid pace, and the local effects of the climate crisis are more visible than ever. In just the past year, we’ve seen smoggy skies, dangerous air quality, excessive heat waves, and flash flooding. It’s clear: the planet will exceed the target of 1.5 degree warming in the coming years if we do not treat the emergency with the response it requires.

The City has taken steps to address emissions from buildings, and now is the time to act on transportation emissions. Transportation remains one of the largest sources of greenhouse gas emissions in New York City and demands a government response matching the severity and urgency of the problem. Our transportation systems are complex and multifaceted, but represent an enormous opportunity to advance climate justice, clean our air, improve public health, and make New York a livable city for generations to come.

The City has set a goal of reducing emissions by 80% by 2050. Given the nature of the climate crisis, we need a full commitment and robust action to achieve net-zero emissions before it is too late. We cannot achieve our current goals – let alone net-zero emissions – without an urgent shift to a green and sustainable transportation system in New York City. 

According to the City’s own greenhouse gas inventory, we are pleased to see that government emissions in the transportation sector have dropped 15%. It is clear that significant reductions in transportation emissions is possible, but we need to accelerate quickly.

While the City’s internal operations make up 5.4% of the overall transportation emissions, the administration must lead by example and enact policies that will set city agencies as a model for sustainable transportation. That means everything from consolidating the size of the city’s fleet to shifting to greener modes that can navigate our streets with a smaller footprint, like e-cargo bikes or other e-micromobility devices. 

Several bills before the Council can help the City achieve its goals of lowering operations emissions. Intro 0611 would require carbon accounting in the preliminary and executive budgeting processes. How we spend our money is how we solve the climate crisis. Intro 0089 establishes a pilot to study greener street resurfacing materials, and Intro 0983 would mandate solar panels in certain parking lots. Embedding climate solutions into the City’s practices will pay dividends over time.

The City should incentivize its workers to choose greener and more sustainable transportation options, and make it easier to do so. We call on the administration to study the most effective ways to provide and promote green commuter benefits, which includes tracking publicly how the over 300,000 City employees currently get to and from work, and potential methods to reduce the rate of employees driving alone to the office in the most congested parts of the City and where parking is most expensive. 

Finally, the public deserves complete transparency as to what the City is doing to lower greenhouse gasses, especially with its internal operations. Going forward, the Council should set and track specific targets with interim goals by fuel type for the City’s transportation emissions reduction (and reduce the number of vehicle miles traveled), inclusive of the City’s own emissions reduction projects.

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TESTIMONY: Oversight Hearing on DOT Transparency

Today is likely the final transportation and infrastructure hearing of 2023, and we look back on a year marked by traffic violence and stalled projects. We also want to recognize some recent tragedies from Fort Greene to Flushing to Times Square – we’ve lost so many cherished members of our community to reckless drivers in just the past few weeks.

NYC Transportation and Infrastructure Committee Hearing Testimony

Dec 4, 2023

Good afternoon, and thank you to Chair Brooks-Powers and the members of the Transportation and Infrastructure Committee. My name is Elizabeth Adams and I am the Deputy Executive Director for Public Affairs at Transportation Alternatives. Thank you for convening this oversight hearing on DOT transparency.

Today is likely the final transportation and infrastructure hearing of 2023, and we look back on a year marked by traffic violence and stalled projects. We also want to recognize some recent tragedies from Fort Greene to Flushing to Times Square – we’ve lost so many cherished members of our community to reckless drivers in just the past few weeks. 

Streets Plan

DOT is well behind the legal requirements of the Street Plan. As DOT continues to fall short, we need to equip DOT with the tools to treat the traffic violence crisis with the urgency it deserves and to get projects in the ground so we can see real, lasting improvements with better intersections, sidewalks, bike lanes, pedestrian spaces, sidewalks, bus lanes, and more. When most New Yorkers bike, walk, or take transit to work, there’s no excuse for unsafe streets and intersections. 

With 2024 on the horizon, we need to focus on getting these projects in the ground, and identifying barriers and hurdles to progress and addressing them, not on legislation that will make it unnecessarily difficult to build safe streets. Now is not the time to add bureaucratic processes to slow down proven safety measures. The Council must pass the Intro 417, sponsored by Council Member Restler, that would remove unnecessary barriers to building bike lanes. This legislation would make it easier for DOT to install this critical street safety infrastructure without unnecessarily lags or delays, and we encourage every Council Member to vote yes.

DOT Transparency 

At the same time, New Yorkers deserve to know where projects are and how DOT plans to improve street safety in their neighborhoods. Without a public, frequently updated and transparent tracking system, the public is left in the dark about where many of the Streets Plan metrics stand. 

DOT should create a project dashboard similar to the one used by the Parks Department, showing the design elements and current phases of each project, public engagement opportunities, timelines, status updates, and more. 

When a City official or report makes a commitment to the public, New Yorkers deserve to see those promises met, and to understand how the City is implementing the goals it sets for itself. This includes releasing reports and datasets at regular intervals and in usable open data formats.’

Lastly, while a series of recent tragedies has brought a renewed focus on safe street design, improved intersections, expanded daylighting, and more data tracking, no one should have to die for change to happen. As we move into the new year, New Yorkers deserve a proactive, responsive, and transparent DOT that meets the urgency of the traffic violence on our streets.

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Statement from Transportation Alternatives and Families for Safe Streets After Hit-and-Run Driver Strikes and Kills 3-Year-Old in Flushing

2023 is now the deadliest year for traffic violence in Queens since 2014.

2023 is now the deadliest year for traffic violence in Queens since 2014.  

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

QUEENS, NY — On Wednesday night, a hit-and-run driver struck and killed a 3-year-old boy, Quintas Chen, who was crossing the street at College Point Boulevard and 41st Avenue in Flushing, Queens. 

Quintas Chen’s death comes as Mayor Adams announced several new street safety improvements this morning, including improvements to 2,000 intersections, updated safety technology in vehicles, and inclusion of traffic crashes in CompStat. The announcements from City Hall followed the death of Kamari Hughes, a 7-year-old boy killed by a driver in Fort Greene just a month ago. 

Statement from Danny Harris, Transportation Alternatives Executive Director:

“We are heartbroken and angry to hear that a hit-and-run driver struck and killed a 3-year-old yesterday. Quintas Chen should be home with his family, and we must take steps to ensure that no parent or family ever has to suffer like this.”

“His loss was preventable. We know how to make our streets safe, especially for our youngest and most vulnerable New Yorkers. Only a month ago, we lost 7-year-old Kamari Hughes to a reckless driver – our city is still grieving, and now it’s forced to mourn another lost child.” 

“This morning, Mayor Adams announced plans to improve 5% of New York City’s intersections and daylight at least 2.5%. While this is a step forward, we need to bring these safe street improvements to every corner of our city. Our leaders need to treat traffic violence like what it is: a major public health crisis killing our children. New York City can do more and do better – and it must. This driver must also be found and held accountable.” 

Statement from Nickya Whittington, a member of Families for Safe Streets:

“My youngest child, Shavone Bethea Junior, was killed by a bus driver when he was only 7-years-old. It was the very worst day of my life — and now another family is suffering just like mine has.” 

“Absolutely no one should ever have to experience this pain. My heart goes out to the family of Quintas Chen, and everyone who knew and loved him.” 

“These deaths are preventable — and I’m demanding that our city’s leaders make real choices today that will protect our children tomorrow. We can and must stop this.” 

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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.

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. 

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Jacob deCastro Jacob deCastro

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

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

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.”

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Jacob deCastro Jacob deCastro

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.

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.

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