In 2018, the number of pedestrian and cyclist deaths per kilometre in the United States was more than four times higher than in the U.K., Germany, the Netherlands, and Denmark.
n the afternoon of October 8, 2013, in the last moments of his life, twelve-year-old Sammy Cohen Eckstein, of Park Slope, Brooklyn, was walking to after-school soccer practice near his apartment on Prospect Park West when he lost control of his ball. It rolled into the busy southbound street, and he went after it. The driver of a car in one lane hit the brakes. The driver of a van in the next lane did not. Later, he said he’d seen only a ball, not a boy.
At Amy’s suggestion, Transportation Alternatives staff members compiled a list of grieving families they had worked with in the past, and over the next three months Amy made her way down it.
In 1997, Sweden’s parliament encoded this connection between speed and mortality in a groundbreaking package of legislation called Vision Zero, whose reforms promised to save lives by slowing down traffic.
Serious street redesign is not cheap. According to the city’s Independent Budget Office, the de Blasio administration, in the first six years of Vision Zero, spent an average of a hundred and ninety million dollars per year on road redesign. But the payoff was a drop in the death toll. In 2018, two hundred and six people were killed in traffic, a record low for New York City. Then de Blasio’s commitment waned,-19 broke out, and progress stalled.
Aaron Naparstek, a journalist who has meticulously investigated such wrongful deaths for Streetsblog, a transportation-focussed Web site that he founded in 2006, notes a chilling consistency in New York City pedestrian and cyclist fatalities: police investigators rarely conduct interviews with anyone other than the drivers and passengers of vehicles.
Luis seemed to her apathetic as he mumbled answers to the presiding judge, who grew irritated at his incomprehensibility. The judge was gentler with Amy. She’d once had a run-in with him after a hearing to which she’d accompanied another victim’s mother. The judge had prevented the mother from speaking, and afterward Amy yelled at him that protecting a driver from the pain of what he’d done was “unconscionable.” This time, the judge granted Amy the floor.
In the case of Gerritsen Avenue, it took two grave crashes and a civil suit against the city to get a street redesign under way. After a driver going more than fifty miles an hour hit and permanently disabled a twelve-year-old boy, his family successfully sued the city. In 2016, the New York Court of Appeals upheld a jury decision finding the city liable for failing to fix a speeding problem it had known about for years.
Although demoralization is constant in this kind of advocacy, she and her colleagues—friends now, really—try to buoy themselves by remembering that the successes translate to lives saved. One victory came after they joined other advocates in an effort to improve Queens Boulevard, whose reputation as one of the deadliest streets in the U.S. had come up at the very first F.S.S. meeting.
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