New York
With Homicides and Other Violent Crimes at Record Lows, Funding for Prevention Falls
Derrick Sanders feared that if he did not return to the corners of Atlanta’s English Avenue neighborhood, more bodies would drop.
Mr. Sanders had been a street outreach worker for the Offender Alumni Association. But he was laid off in late 2025 after the organization lost $1.5 million in federal funds and was disbanded. Then, murders surged.
There were four killings the next month, Mr. Sanders said — all deaths he believes were preventable. One of the victims had been a participant in the Offender Alumni Association, the program where Mr. Sanders worked to de-escalate conflicts and mentor people at risk of committing violence. He had engaged regularly with two of the other victims in the community.
“When we were there to mediate situations, they would listen — we come to an agreement,” he said. “But when we left, that agreement left with us.”
After violent crime worsened alongside Covid-19, the federal government passed legislation including hundreds of millions of dollars in funding for community violence interventions. Community leaders and experts on crime nationwide gave some credit to these programs for helping bring homicides to historic lows in the years since. But the Trump administration withheld much of this funding upon taking office in 2025, leaving many programs scrambling to find alternative sources of support and community leaders uncertain if they can sustain the progress.
Violence prevention programs began taking root in America after lethal violence skyrocketed in the early 1990s. A new idea began to take shape in cities around the country: Treat violence like a disease, and combat it with public health techniques.
“The first step is to interrupt the transmission,” said Kwame Thompson, a violence interrupter with Stand Up to Violence in the Bronx for 11 years. Then, intervene with people in the community who are at high risk of perpetuating violence. “We identify them,” Mr. Thompson said, “and we work to help change their norms.”
Local governments and philanthropists funded pilots in cities such as Chicago and Boston, which were largely led by grass-roots organizations focused on providing resources to vulnerable individuals.
Throughout the 2000s and 2010s, homicide rates nationwide gradually but significantly fell from their heights in the 1990s.
Then, violence surged again during the Covid-19 pandemic. Community groups pushed to get relief funds for violence prevention and intervention strategies. With the passage of the American Rescue Plan and the Bipartisan Safer Communities Act, programs around the country could apply for federal funds. By 2023, the Biden administration had created a national Office of Gun Violence Prevention and invested more than $42 billion, according to Gregory Jackson, a former deputy director of the office.
With the federal support, states and municipalities established violence prevention offices, augmenting the work of police departments with programs focused on street outreach, hospitals, schools and other community pillars.
“The goal was truly to build out the prevention work,” said Rob Wilcox, a former deputy director of the White House’s now-shuttered Office of Gun Violence Prevention, adding that the funds would also help law enforcement personnel solve homicides and provide support for victim services. “That’s such a new and expansive way to think about how we address this crisis.”
Since 2022, the steep drop in homicides across the country gave credence to the effectiveness of the newly robust violence prevention paradigm. In 2025, Baltimore experienced its lowest homicide rate in 50 years. Los Angeles experienced a nearly 20 percent drop in homicides, which Mayor Karen Bass said was driven by the city’s “comprehensive approach to public safety.”
But researchers have struggled to empirically tie these improvements directly to the programs.
“The community violence intervention is so much about developing relationships with people who understandably distrust almost anybody coming to knock at the door,” said Shani A.L. Buggs, advisory chair at the Black & Brown Collective for Community Solutions to Gun Violence. “How you measure that kind of change is challenging, and that’s something that the field is still figuring out.”
Despite the constraints, some research supports the idea that these approaches can be cost-effective. A study by the University of California, Berkeley, found that for every dollar a prevention program called Advance Peace spent on intervention, cities in California that implemented the program saved more than $18 in spending on law enforcement, emergency services and other shooting-related costs. Another study produced by the Center for Gun Violence Solutions and the Johns Hopkins Bloomberg School of Public Health linked Baltimore’s Safe Streets program to a 32 percent reduction in homicides, finding that every dollar invested in the program had averted $7 to $19 in costs.
“I do believe that a lot of these programs have an effect, but we have to contend with the fact that the evidence is really weak for these programs on their own,” said Ben Struhl, executive director of the Crime and Justice Policy Lab at the University of Pennsylvania. “The evidence is strong for citywide strategies that contain these programs.”
Interventions can also be victims of their own success — less violence can mean less urgency to spend money on preventing it.
“You got to have support from local officials,” said Rodney McIntosh, a violence prevention worker in Fort Worth. “We know we save lives, but yet we have to fight every year just to be a part of the public safety ecosystem.”
Now, sweeping funding cuts at the federal level are hindering support for community violence interventions. A spokeswoman for the Department of Justice said the department is “committed to directly supporting law enforcement and victims to improve public safety and ensure the efficient use of taxpayer dollars.”
Some federal funds are still available, but they are scarce and require recipients to work with immigration enforcement officers, conditions that are deal breakers for some.
“Programs that were actively preventing shootings are now paused or dismantled,” said Monique Williams, chief executive officer of Cure Violence Global. “You have trained staff who are now laid off and trusted relationships in neighborhoods that are now broken.”
Programs that have managed to overcome cuts are leaning more heavily on local resources for support. Some cities and states have stepped in to make up for the shortfall, but the amount of federal funding that was lost is difficult to match.
With the funding cuts have come fears that violence could surge again.
“Violence prevention is important because of the human costs,” said Elinore Kaufman, a professor of surgery at the University of Pennsylvania and the medical director of a hospital-based violence intervention program. “I do expect that we’ll see increases in harm, increase in injury, increase in death, because we are taking away these essential supports that have proven beneficial.”
In Atlanta, Mr. Sanders and his team used to be a visible force in the English Avenue neighborhood, easily spotted in their purple T-shirts.
After the spate of violence that followed his program’s closure, Mr. Sanders stopped searching for another full-time job, took on part-time work and spent his free time with one of his former co-workers, trying to prevent more fighting. He said he would rather continue his intervention work unpaid than step away from the neighborhood.
“We were a daily reminder of ‘Hey, man, you don’t got to do it like that’ — it don’t take a gun to settle every situation,” Mr. Sanders said. “But now that reminder is gone.”
The Headway initiative is funded through grants from the Ford Foundation, the William and Flora Hewlett Foundation and the Stavros Niarchos Foundation (SNF), with Rockefeller Philanthropy Advisors serving as a fiscal sponsor. The Woodcock Foundation is a funder of Headway’s public square. Funders have no control over the selection, focus of stories or the editing process and do not review stories before publication. The Times retains full editorial control of the Headway initiative.
New York
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New York
This Parking Spot Is Free. Should It Be?
What if the city …
Added More Metered Spots in Busy Neighborhoods
Less than 3 percent of parking spaces on New York City streets have paid meters. That’s only about 80,000 spots.
Most of the meters that do exist are along busy corridors, with higher hourly rates in the core of Manhattan.
Where are NYC’s parking meters?
The placement of meters often feels arbitrary. Much of the East Village, a busy Manhattan neighborhood, has no meters. Nostrand Avenue, a major artery in Brooklyn, has meters over most of a five-mile stretch, but they end abruptly north of Fulton Street.
A busy commercial corridor in Bedford-Stuyvesant lacks meters
Adding more meters in busy neighborhoods could improve turnover for spots, research suggests, and raise revenue for the city.
Seeking alternatives to avoid paying for meters overnight, car owners may choose to move to garages — which can cost $500 per month or more, depending on the neighborhood — park farther afield, or sell their cars. They could also turn to car-share programs, which set aside parking for shared vehicles.
When the city tries to add meters, there is often fierce opposition from neighbors, including on the Upper West Side of Manhattan last year, where residents revolted, the local City Council member complained people had been “blindsided” and the city backed down.
Critics argue that those pushing for reforms “hate people who own cars,” in the words of Vickie Paladino, a City Council member who represents a district in Queens that is home to many car owners.
How realistic is this? The city can add additional meters on its own without needing permission from state lawmakers in Albany. Dean Fuleihan, Mr. Mamdani’s first deputy mayor, gave supporters hope when he said in March that he was open to the idea.
How much could it raise? Parking meters currently generate $278 million in revenue per year. Adding meters to one-fourth of the city’s existing free parking spaces, for example, could produce at least $1.2 billion annually, according to the Center for an Urban Future.
What if the city …
Introduced Residential Parking Permits
Most parking on residential streets is open to all drivers, not just those who live nearby. But many other major U.S. cities, including Los Angeles and Chicago, have permits to reserve street parking for neighborhood residents.
Residential parking permits in New York could cost anywhere from $100 per year to far more than that, experts say, with higher rates potentially prodding some residents to give up their cars. Some spots could be set aside for visitors.
But permits would not necessarily solve the problem of the demand for parking outpacing the supply. And some transit groups oppose the idea, arguing that there are better ways to use the street space and that parking should not be guaranteed.
Rachel Weinberger, a vice president at the Regional Plan Association, an urban planning think tank, said that permits alone would not make parking easier. She also argued they would have to be prohibitively expensive in order to deter ownership.
“A permit would only be a hunting license, meaning that you’re allowed to look for a space,” she said. “It should mean you’re guaranteed a space.”
How much do cities charge for residential parking permits?
Boston
No fee
Chicago
$30
Los Angeles
$34
Washington, D.C.
$55*
Philadelphia
$75
Berkeley, Calif.
$85
San Francisco
$215
Experts say that permits could also be paired with an incentive for drivers: fewer alternate side-parking days for street sweeping. Most drivers are required to move their cars once or twice a week so the streets can be cleaned, and some choose instead to leave them in place and eat the costs of the $65 tickets they receive. Moving to monthly street sweeping could make the prospect of buying a permit more appealing.
How realistic is this? Residential permits would need to be approved by state lawmakers. Momentum for the idea grew after congestion pricing began in Manhattan, over concerns that drivers from outside the city would park outside the zone and take the subway in. It has support from Mark Levine, the city comptroller, and Carmen De La Rosa, a City Council member in northern Manhattan.
How much could it raise? If a permit cost $100 per year and was required in two-thirds of the city, that could raise roughly $200 million per year, minus administrative costs, according to Terrance J. Regan, an adjunct professor at Boston University who focuses on transportation policy. The city’s Independent Budget Office recommended starting with a smaller pilot program that would raise $6 million annually by the third year.
What if the city …
Ended Free Parking and Implemented Dynamic Pricing
Some urban planners want to phase out free parking altogether.
Transportation Alternatives, a street safety group, has pushed for eliminating free parking and argued that the city would benefit if fewer car trips were made.
“If you look around the world, there are many other transit-oriented cities that are safer, more efficient and healthier,” said Ben Furnas, the group’s executive director.
The city could reclaim many miles of streets, which proponents argue could be better used for public spaces, bus lanes, bike lanes, outdoor dining setups and trash containers.
Paid parking spaces could use dynamic pricing, a system where the cost of a spot varies by demand. Right now, parking rates are as low as $1.50 for the first hour.
Critics of such pricing models have argued that higher street-parking costs could hurt lower-income drivers or local businesses that rely on drivers. In 2019, Hoboken, N.J., announced a version of dynamic pricing on high-demand blocks, but the mayor and City Council repealed the plan after some resident opposition.
But the idea has worked elsewhere. In 2018, after a successful pilot, the San Francisco Municipal Transportation Agency implemented demand-based pricing for the 10 percent of the city’s parking spots that are paid spaces, roughly 27,000 in all.
An evaluation of the pilot found that drivers spent 43 percent less time searching for a parking space, which in turn helped reduce car-based pollution. And once parking became easier, sales revenue increased for nearby businesses.
The rates in San Francisco can vary by block, time of day, or day of the week. Meters on the busiest blocks cost $11.75 an hour. The agency regularly reviews parking meter data and occupancy rates and decides whether to raise or lower rates.
Charles Komanoff, an economist and traffic modeler who helped create New York’s congestion pricing program, said dynamic pricing for parking could do even more than the tolls did to improve the flow of traffic here.
“I can’t imagine anything better,” he said.
How realistic is this? The Transportation Department could implement dynamic pricing, but a legislative push would most likely hasten change. Nantasha M. Williams, a City Council member representing Southeast Queens, has proposed a bill that would require a dynamic pricing pilot program in each borough. Eliminating all free parking would be a far more dramatic proposal, though supporters say it could be done in phases over several years.
How much could it raise? Parking reformists said the city could potentially raise billions of dollars a year under a dynamic parking system — money that could be reinvested into the neighborhoods where the fees are collected.
What if the city …
Cracked Down on Rule-Breakers
None of these plans work unless drivers obey the rules.
The city last year issued more than 11.6 million violations for parking and related offenses, according to a report by the Department of Finance, including for failing to move for street sweepers (1.8 million), not displaying a parking receipt (1.2 million), blocking a fire hydrant (674,000) and obstructing a bus stop (565,000).
In 1996, Mayor Rudolph W. Giuliani moved the city’s traffic enforcement agents, the unarmed civilians who write tickets for parking and other traffic violations, from the Transportation Department to the Police Department.
Some parking reformers say the shift weakened enforcement efforts, in part because the police have not focused on some of the most flagrant traffic violations.
They say that either the police should start issuing more tickets and collecting more fines, or they should allow the Transportation Department to once again take charge.
Some point to what they view as the city’s lackluster response to placard abuse, the practice of using either official permits issued by city agencies, or fraudulent ones, to park in unauthorized spots.
More than 91,000 complaints have been filed with the city since 2020 about possible placard abuse, but the police took action to fix the problem in just 21 percent of cases, according to a Times review of public data. Only about 12 percent of the complaints led to a driver being issued a summons.
“If you’re just unclogging these streets to have them filled with cars with fake placards, you’re not helping anything,” said Nicole Gelinas, a senior fellow at the Manhattan Institute, a conservative think tank.
There has also been a surge in fake, often out-of-state license plates that have made traffic violations harder to track. A perceived lack of consequences worsens the problem, said Jon Orcutt, a former policy director at the city’s Transportation Department.
“The culture has gotten terribly bad,” Mr. Orcutt said about enforcement efforts.
A spokesperson for the Police Department said in a statement that there was “deep collaboration” with the Transportation Department on traffic enforcement, and pointed to some recent initiatives, including issuing 247,000 summonses last year for “ghost vehicles” with fake plates.
Samuel I. Schwartz, the chair of the transportation research program at Hunter College, was New York City’s traffic commissioner under Mayor Edward I. Koch, at a time when the Transportation Department still controlled enforcement.
He said he thought it would be possible to change the behavior of repeat offenders if that agency led the effort and had the support of the police.
“I would go out in the field with an army of tow trucks,” Mr. Schwartz said.
How realistic is this? Mr. Mamdani could restore traffic enforcement powers to the Transportation Department, or instruct the Police Department to step up enforcement.
How much could it raise? The city issued $1.1 billion worth of parking tickets and camera violations in fiscal year 2025, according to the Finance Department, but just $946 million, or 84 percent, was ultimately collected. By ramping up fine collection, the city could raise more revenue.
As Mr. Mamdani weighs how to improve city streets and whether parking regulations should change, almost everyone agrees that the status quo is unacceptable.
Ms. Gelinas said that any of the leading ideas could be an improvement.
“The dumbest thing is just to keep things the way they are,” she said.
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