During a Thursday event, New York City’s transportation commissioner, Mike Flynn, seemingly launched a critique against drivers, asserting that many car owners are quite wealthy and labeling public parking as a “giveaway.”
Speaking at a New York Law School breakfast, Flynn indicated that the city’s focus is on promoting walking, public transit, cycling, and e-bikes, while simultaneously creating hurdles for those driving and parking. The intention? To encourage drivers to abandon their cars.
He depicted this initiative as a means to ease financial pressure on working-class New Yorkers.
“Car owners in our city are more than twice as wealthy as non-car owners,” he noted, describing car ownership as a “burden” on lower-income residents while criticizing parking as a “giveaway.”
His statements provoked a strong reaction from Brooklyn4All, a grassroots organization representing a mix of bus riders, cyclists, subway passengers, and drivers.
“Transportation isn’t a one-size-fits-all solution; people should have the freedom to choose what works for them. Aren’t we living in a democracy?” a spokesperson remarked.
This group came together around five months ago, feeling that the Department of Transportation wasn’t paying attention to their concerns.
Referencing a 2024 Hunter College report during his speech, Flynn pointed out that “low-income residents often require cars more than those from wealthier backgrounds.”
The report suggested that having a car can enhance one’s “economic mobility,” and emphasized that factors like housing type and neighborhood are more significant indicators of car ownership than income, race, or age.
Interestingly, the data revealed that around 85% of households in Staten Island own a vehicle, compared to 63% in Queens, 45% in Brooklyn, 40% in the Bronx, and just 23% in Manhattan, even though Manhattan has the highest median income.
According to the study, about 87% of individuals residing in single-family homes have a vehicle, in stark contrast to only 33% of those living in larger apartment buildings.
Brooklyn4All pointed out that the driving population includes seniors, people with disabilities, and workers who have non-traditional hours.
“For many in our community, having a car isn’t just a luxury; it’s essential for getting to work, taking kids to school, and shopping for groceries. It’s not feasible to bike to Costco,” the spokesperson expressed.
Flynn did recognize that some lower-income individuals “have a car, need a car,” but maintained that enhancing options for those without vehicles would aid in achieving transportation equity.
The Hunter report recommended measures that may paradoxically make car ownership more expensive and parking more challenging to incentivize people to reduce their vehicle usage.
Suggestions included implementing paid street parking, which Flynn stated is under consideration, as well as a recurring registration fee based on vehicle value and a three-cent-per-mile charge.
“Making commuting tougher for drivers doesn’t encourage a switch to biking or public transit—it unfairly burdens working-class families who are already facing significant challenges,” the Brooklyn4All spokesperson contended.
The authors clarified that their emphasis was on reducing casual recreational driving—not targeting residents who depend on vehicles for daily necessities.
It’s worth noting that Hunter’s project page lists DOT as a client, and acknowledges the agency, along with “other community advocates,” for their contributions to the report.
Ryan Russo, the faculty member overseeing the report, has since left Hunter College and was unavailable for immediate comment.
