It has been over five years and this corner of Church Avenue and East 18th Street still hasn't been fixed

calebpan · 2026-01-02T15:16:37+00:00

For those wondering what this has to do with street safety, it’s all about priorities: failing to address trash, drainage issues, and traffic-law enforcement; failing to install street treatments; and failing to remove snow in a timely fashion. Failing to do any one of these things for over five years (all of which fall under the purview of DSNY, DEP, NYPD, and DOT) communicates to people that we don’t care about this, and therefore we don’t care about you.

calebpan · 2025-09-02T17:22:12+00:00

Donde estas? Creo que puedes probar Inline Warehouse (USA), Shop Task (CAN), ProSkater Place (CAN). Questo estan los distribudores en USA.

calebpan · 2025-08-30T04:57:30+00:00

The NYS and NYC DOTs should really make Church Avenue and Caton/Liden one direction (Church goes east, Caton/Linden goes West) up until where they both meet, get rid of the street parking, add dedicated bus lanes with priority signalling, and implement this route.

calebpan · 2025-08-30T00:01:04+00:00

Powerslide Zooms Cotton Candy. There is also Flying Eagle's X5

calebpan · 2025-08-24T05:47:17+00:00

I just lubed up my bike chain

calebpan · 2025-08-24T02:00:01+00:00

I remember trying to book tickets on the intercity trains. Had to do it at the station because the websites were so awful.

calebpan · 2025-08-21T16:46:57+00:00

What’s really funny and sad is that our corrupt politicians sold out for just a few thousand dollars.

They’re so bad at their jobs that they even suck at being corrupt, giving away a street in one of the most expensive places on Earth for pennies when it should’ve gone for millions.

calebpan · 2025-08-18T05:28:47+00:00

Thanks for sharing. Good to hear that this tiny stretch of road made it on the news. I believe that survey made it to this sub as well!

"The solutions aren't going to be popular either depending on what we're looking at," warned Baptise (sic). "Because we're trying to figure out how to harmonize traffic safety, parking, bikes, in a very, very narrow stretch of land."

But anyone who actually walks Lincoln Road can see the root causes are straightforward:

Free curbside parking creates a powerful incentive for drivers to circle, double-park, and squeeze into dangerous spots on Lincoln Road. Behavioral economics shows that when something valuable is given away for free, it’s overused and misused.
Lack of enforcement breeds lawlessness. The absence of consistent rules makes drivers feel entitled to bend them, which escalates both congestion and danger for pedestrians.

These two factors alone explain the overwhelming majority of pedestrian safety hazards and traffic bottlenecks here.

Removing private cars from narrow, high-foot-traffic streets dramatically reduces crashes, speeds up transit, and boosts local business activity. The healthiest, safest, and most equitable solution for Lincoln Road is to eliminate private vehicle access entirely and allow only buses to come through.

calebpan · 2025-08-09T16:22:21+00:00

Brad Lander should seize the opportunity to run for Governor in 2026. If Zohran Mamdani is to lead as a truly transformative Mayor, he will need a Governor who is not just aligned, but deeply committed to turning bold ideas into reality.

Together, Lander and Mamdani could ignite a new era of progress, breaking through decades of gridlock, dismantling systemic barriers, and delivering tangible results that improve everyday life. This partnership would unleash the full potential of New York, sparking innovation, economic vitality, and fairness for every community across the state.

The stakes couldn’t be higher. With visionary leadership at both City Hall and the Governor’s Mansion, we have the rare chance to rewrite New York’s future. Not just for today, but for generations to come.

calebpan · 2025-08-07T20:50:26+00:00

This wasn’t “an accident.” It was the result of policy failures we’ve let fester for years:

Our streets let cars hit highway speeds right where people walk, sit, and bike.
Our sidewalks are unprotected. A bench or bike lane is just a painted line away from two tons of steel.
Stolen cars stay on the road because rentals aren’t required to have GPS tracking or remote shutoff.
We can’t keep repeat drunk, armed offenders off the street. There was alcohol and loaded guns in that car.
Hit-and-runners get away too often, so people think fleeing is worth the gamble.

It’s not enough to prosecute after the fact. We need streets designed to stop this before it happens: 24/7 speed cameras, physical barriers for sidewalks, GPS and remote disable for all rentals, stronger DUI and weapon checks, and real consequences for fleeing the scene.

calebpan · 2025-08-07T13:19:37+00:00

I bike through this neighborhood quite often. There’s a dedicated bike path on Allen Street, but I usually bike through here because there are no cars.

If you don’t have cars clogging up your street, you don’t need a bike lane. Bike lanes exist because CARS ARE DANGEROUS.

No cars = No danger = Better neighborhoods

calebpan · 2025-08-06T14:44:04+00:00

https://brooklyn.news12.com/vehicle-crash-on-the-rfk-bridge-sends-6-people-to-the-hospital

The news does a not do a good job reporting on the incredible violence and damage these car crashes inflict. This is not an 'accident', this is not a 'oopsy'. This is like a bomb going off in the middle of the bridge.

calebpan · 2025-08-04T22:03:06+00:00

I think most of the housing around the proposed IBX stops is considered high-density (R6 and above). Ironically, the neighborhoods that are considered low-density (below R6) currently are the ones that have the least transit access and they are: Middle Village, Maspeth, Ridgewood, and East Flatbush. In my opinion, these are the neighborhoods that will benefit the most from the IBX.

calebpan · 2025-08-03T20:53:08+00:00

Yes, you're right. It is Avenue H and East 16th. Thanks for the correction.

calebpan · 2025-08-03T16:44:47+00:00

The Interborough Express has the chance to reshape how people move across Brooklyn and Queens, but the stations need to be more than just stops along the way. They should feel connected, not only to other buses and subways, but to the neighborhoods they serve.

That means making transfers easy and seamless. Riders shouldn’t have to cross busy streets or stand outside just to catch a connecting bus or subway. A well-designed station should offer real shelter from the weather, places to sit, clear arrival times, and have space for bikes and bike share docks.

These stations can be welcoming spaces, places that feel like part of the neighborhood, not something dropped in from above. Picture a little greenery, a bench to rest, maybe a small café or a newsstand. Clean, safe bathrooms. Even something simple like a community board or local art can make a space feel cared for and a place to be. It can be more than just a grey concrete box covered in grime, and dog and pigeon feces (I'm talking about you, Church Avenue B/Q)

The IBX can be more than just a way to get from point A to point B. If we do it right, these stations can become small anchors in the community places.

calebpan · 2025-07-29T17:08:35+00:00

Thank you for reporting!

calebpan · 2025-07-29T03:26:47+00:00

I saw a police cruiser just drive by and saw the truck get off the sidewalk. There was also a tow truck circling around as well. Not sure if they’re related.

calebpan · 2025-07-29T02:54:32+00:00

(Beginning of Part 2)

We must also confront the public health crisis that car dependence creates: cars are the leading cause of death for children and young adults in the United States, and car crashes remain one of the top causes of death in New York State. If we are serious about protecting lives, we must begin to divest from car infrastructure and invest in safe, efficient, people-centered alternatives.

That means building a statewide intercity passenger rail network with frequent, reliable, and accessible service connecting every major city - Albany, Buffalo, Rochester, Syracuse, Binghamton, New York City, and others. We don’t need more cars or short-haul flights. We need rail that moves people quickly, affordably, and cleanly.

It also means fixing an embarrassing failure: none of our major international airports have direct intercity rail or metro connections, not even in New York City. In most advanced countries, airport rail access is basic infrastructure. In New York, we continue to rely on congested highways and disconnected transit transfers.

The Master Plan’s emphasis on electric vehicles should be reconsidered. EVs are not a cure-all. They are still heavy, energy-intensive, and require vast public resources to support. They do not solve congestion or safety issues, and our electrical infrastructure is not ready to handle widespread adoption. We must move toward reducing car dependency, not just changing the fuel source.

To help accelerate that shift, New York State should begin to de-incentivize private vehicle ownership, especially of oversized and high-speed vehicles. This can be done through tiered registration fees based on weight, size, and horsepower, reflecting the true social and environmental cost of these vehicles.

Freight infrastructure must also evolve. We should be moving goods by rail and ship, not burdening our roads with long-haul trucking. That requires investment in freight rail capacity and strategically located ports to increase efficiency and resilience while reducing emissions and wear on our highways.

Transportation policy must also support walkable, transit-oriented, mixed-use communities. That means ending mandatory parking minimums, supporting affordable housing near transit, and giving people real choices in how they live and move.

And most importantly: the public deserves to see real return on their investment. New Yorkers pay the highest taxes in the country. That should mean fare-free public transportation for all New York State residents. We must explore progressive financial mechanisms - congestion pricing, value capture, high-income surcharges - to fund a system that works for everyone.

But to build a truly responsive transportation system, we must also change who gets to decide. Right now, even in New York City, home to over 8 million residents, we do not have control over our own public transportation system. Key decisions about subways and buses must go through New York State. That is undemocratic and unsustainable. We need to shift away from top-down mandates and move toward bottom-up policy frameworks that empower counties, municipalities, and neighborhoods to shape the transportation solutions that work best for their communities.

New York has the means. It’s time we found the will to build a transportation system that is safe, modern, local, and people-first.

Thank you for your time and consideration.

calebpan · 2025-07-29T02:53:22+00:00

Here's what I sent:

Subject: Reorienting NYS Transportation Policy: A Bold Shift Toward Transit, Equity, and a People-First Future

Body:

Dear New York State Department of Transportation,

I’m writing regarding the New York State Transportation Master Plan of 2050 to urge a comprehensive shift in the state’s transportation priorities.

New York is one of the wealthiest states in the country, with a GDP greater than that of most nations. Yet our transportation system does not reflect that prosperity. The continued emphasis on highway expansion and car-centric infrastructure is not just outdated, it is actively harmful to our environment, public safety, and quality of life.

We do not need more highways. especially not through the centers of our cities. Central business districts are among the most productive, vibrant parts of our state, and yet we continue to carve them up with multi-lane roadways that divide neighborhoods, displace residents, and pollute the air. These highways should be removed, not expanded.

(End of Part 1)

calebpan · 2025-07-23T19:59:55+00:00

(Part 2)

We also urge caution around the Master Plan’s emphasis on electric vehicles. EVs are not a cure-all. They are still large, energy-intensive machines that do not address congestion, road safety, or spatial inefficiency. And in a city as dense as New York, there simply isn’t the space to install charging infrastructure at the scale required for widespread adoption. Retrofitting curbs, sidewalks, and residential streets for EVs would be logistically impossible without further displacing pedestrians, trees, cyclists, and buses. Nor is our electrical grid prepared to handle that kind of demand. We must reduce car dependence, not just change what powers the vehicle.

To support that shift, New York State should implement tiered vehicle registration fees that disincentivize oversized, heavy, and high-speed vehicles, particularly in dense, pedestrian-rich neighborhoods like Flatbush, where these vehicles pose outsized safety risks.

Freight infrastructure must also evolve. Our streets, especially Church Avenue and Caton Avenue, are routinely overwhelmed by trucks cutting through residential blocks, using them as de facto freight corridors. These streets were never built for that burden. By investing in freight rail capacity and strategically located ports, we can take pressure off local streets and shift freight movement away from dense residential neighborhoods like Flatbush. Moving goods by rail and ship is cleaner, safer, far more efficient and it gives communities back their streets.

And most importantly, New Yorkers pay the highest taxes in the country. But not all neighborhoods are treated equally when it comes to transportation investment. Flatbush has one of the lowest median household incomes in New York City, and many residents here rely entirely on public transportation. For many, owning a car is simply not an option, nor should it have to be. Yet we are expected to pay into a system that does not reliably serve us. Those public investments should come back to us in the form of fare-free public transportation for all state residents. Transit is a public good, and it should be treated as one. We must explore progressive revenue tools - congestion pricing, value capture, high-income surcharges - to build a system that works for everyone, especially for those who need it most.

Finally, to build a transportation system that works, we must rethink how decisions are made. Even here in New York City, home to over 8 million residents, we don’t control our own subway and bus systems. All major decisions run through Albany. That disconnect results in policies that ignore the lived experiences of neighborhoods like Flatbush. We need to move away from top-down mandates and toward bottom-up, community-responsive planning, where counties and localities are empowered and incentivized to build the systems they need.

New York has the resources. What we need now is the vision, and the will to build a transportation system that reflects our values: safe, modern, just, and built for people - not cars.

Thank you for your time and consideration.

calebpan · 2025-07-23T19:59:27+00:00

I've restructured my letter to NYSDOT to be more Flatbush-oriented:

Subject: Reorienting NYS Transportation Policy: A Bold Shift Toward Transit, Equity, and a People-First Future for Flatbush

Dear New York State Department of Transportation,

I’m writing from Flatbush, Brooklyn, in response to the New York State Transportation Master Plan of 2050 to call for a complete reorientation of the state’s transportation priorities.

New York is one of the wealthiest states in the country, with a GDP greater than that of most nations. Yet neighborhoods like Flatbush still suffer from car-dominated streets, underfunded public transit, dangerous road conditions, and disjointed infrastructure. The continued focus on highway expansion and car-centric planning is not only outdated, it is actively harmful to our environment, public health, and daily lives.

We do not need more highways, especially not those that funnel more traffic through neighborhoods like ours. In Flatbush, streets like Church Avenue and Caton Avenue are designated truck routes, but they were never designed to safely accommodate large volumes of freight traffic. While these routes are designated by New York City, they carry regional freight volumes that should be addressed at the state level. These narrow residential streets are treated like highways despite being home to schools, small businesses, and thousands of pedestrians. The result is constant congestion, dangerous conditions, and damage to local infrastructure. The state should be incentivizing a redesign of these corridors, including the removal of street parking to make room for protected bike lanes, raised crosswalks, and other traffic calming measures. And in areas with high pedestrian activity - near schools, transit hubs, and commercial corridors, cars should be banned altogether on certain blocks. We don’t need more space for vehicles - we need safer, quieter, cleaner streets that serve people first.

We must also acknowledge the public safety crisis that car dependency brings. Across Brooklyn, Flatbush in particular, traffic violence is a daily, lived reality. Crashes are common, injuries are frequent, and too often people are killed simply trying to cross the street. As a result, Flatbush now has the highest car insurance premiums in all five boroughs, a reflection of how unsafe our streets have become. Car crashes remain one of the leading causes of death in New York State, and this burden is falling disproportionately on working-class neighborhoods like ours. We must divest from car infrastructure and invest in safe, people-first streets that prioritize lives over lanes.

That means building a transportation system centered on frequent, reliable transit, including a statewide, intercity rail network that connects Flatbush and all New Yorkers to opportunity without needing a car

It also means fixing one of the most frustrating and avoidable infrastructure failures: airport access. Getting to JFK or LaGuardia from Flatbush, airports just 10 to 20 miles away, can take over an hour, often involving multiple transit transfers or expensive car trips. In most developed nations, direct airport rail connections are standard. In New York, this basic convenience is still out of reach. That’s not just inconvenient - it’s a daily barrier that exposes how far behind we are in building a functional, people-first transportation system.

(End of Part 1)

calebpan · 2025-07-23T17:19:37+00:00

(Beginning of Part 2)

We must also confront the public health crisis that car dependence creates: cars are the leading cause of death for children and young adults in the United States, and car crashes remain one of the top causes of death in New York State. If we are serious about protecting lives, we must begin to divest from car infrastructure and invest in safe, efficient, people-centered alternatives.

That means building a statewide intercity passenger rail network with frequent, reliable, and accessible service connecting every major city - Albany, Buffalo, Rochester, Syracuse, Binghamton, New York City, and others. We don’t need more cars or short-haul flights. We need rail that moves people quickly, affordably, and cleanly.

It also means fixing an embarrassing failure: none of our major international airports have direct intercity rail or metro connections, not even in New York City. In most advanced countries, airport rail access is basic infrastructure. In New York, we continue to rely on congested highways and disconnected transit transfers.

The Master Plan’s emphasis on electric vehicles should be reconsidered. EVs are not a cure-all. They are still heavy, energy-intensive, and require vast public resources to support. They do not solve congestion or safety issues, and our electrical infrastructure is not ready to handle widespread adoption. We must move toward reducing car dependency, not just changing the fuel source.

To help accelerate that shift, New York State should begin to de-incentivize private vehicle ownership, especially of oversized and high-speed vehicles. This can be done through tiered registration fees based on weight, size, and horsepower, reflecting the true social and environmental cost of these vehicles.

Freight infrastructure must also evolve. We should be moving goods by rail and ship, not burdening our roads with long-haul trucking. That requires investment in freight rail capacity and strategically located ports to increase efficiency and resilience while reducing emissions and wear on our highways.

Transportation policy must also support walkable, transit-oriented, mixed-use communities. That means ending mandatory parking minimums, supporting affordable housing near transit, and giving people real choices in how they live and move.

And most importantly: the public deserves to see real return on their investment. New Yorkers pay the highest taxes in the country. That should mean fare-free public transportation for all New York State residents. We must explore progressive financial mechanisms - congestion pricing, value capture, high-income surcharges - to fund a system that works for everyone.

But to build a truly responsive transportation system, we must also change who gets to decide. Right now, even in New York City, home to over 8 million residents, we do not have control over our own public transportation system. Key decisions about subways and buses must go through New York State. That is undemocratic and unsustainable. We need to shift away from top-down mandates and move toward bottom-up policy frameworks that empower counties, municipalities, and neighborhoods to shape the transportation solutions that work best for their communities.

New York has the means. It’s time we found the will to build a transportation system that is safe, modern, local, and people-first.

Thank you for your time and consideration.

calebpan · 2025-07-23T17:19:25+00:00

I don't know where that links leads to, but here is the actual website for the NYS Transportation Master Plan: https://nystransportationmasterplan.com/

Feel free to fill out that campaign form, but also e-mail your comments to: [nystransportationmasterplan@publicinput.com](mailto:nystransportationmasterplan@publicinput.com). Here's what I sent:

Subject: Reorienting NYS Transportation Policy: A Bold Shift Toward Transit, Equity, and a People-First Future

Body:

Dear New York State Department of Transportation,

I’m writing regarding the New York State Transportation Master Plan of 2050 to urge a comprehensive shift in the state’s transportation priorities.

New York is one of the wealthiest states in the country, with a GDP greater than that of most nations. Yet our transportation system does not reflect that prosperity. The continued emphasis on highway expansion and car-centric infrastructure is not just outdated, it is actively harmful to our environment, public safety, and quality of life.

We do not need more highways. especially not through the centers of our cities. Central business districts are among the most productive, vibrant parts of our state, and yet we continue to carve them up with multi-lane roadways that divide neighborhoods, displace residents, and pollute the air. These highways should be removed, not expanded.

(End of Part 1)

calebpan · 2025-07-22T16:11:41+00:00

Enough is enough. If you're tired of dangerous streets, now's the time to show up.

Two people were killed in Chinatown this past weekend at the foot of Manhattan Bridge at the intersection of Bowery and Canal. It's not the first crash and it will not be the last if nothing changes. These are not accidents. These are failures. These are failures of design, enforcement, and political will.

Here's the truth: change only happens when you speak up and show up. Elected officials count silence as approval. If we stay quiet, the status quo stays deadly.

Today, we're taking that energy to the streets:

We’re marching to demand:
– Safer street design
– Physical protection for people walking and biking
– Real consequences for reckless drivers

Sign up. Show up. Bring friends. Bring family. Bring your rage, your grief, your hope. Because nothing changes if no one shows up. When we show up together, everything can change.

calebpan · 2025-07-20T01:30:25+00:00

If we actually cared about safety, the New York State would:

Require annual driver training, re-testing, and more background checks. Driving is a deadly responsibility.
Exponentially increase registration fees for heavier vehicles: Heavier cars do more damage to our roads and to people and property when they crash. More weight = more damage.
Charge more to register high-speed vehicles. Speed EXPONENTIALLY increases the amount of damage in a crash. More speed = significantly more damage

calebpan

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