NYC Subway Surfing & How To Stop It.. For Real!

Subway Surfing in NYC: A Deadly Trend and the Search for Solutions

In recent years, New York City’s subway system, a sprawling network that transports millions daily, has become the stage for a dangerous and deadly trend: subway surfing. This reckless activity involves individuals, predominantly teenagers, riding on the roofs or sides of moving subway trains, often filming their stunts for social media clout. What began as a niche act of rebellion has escalated into a public safety crisis, claiming lives and challenging the city’s ability to protect its youth. Despite multiple interventions—from NYPD crackdowns to social media campaigns and even drone surveillance—the problem persists. Adolescents continue to risk their lives, driven by a sense of invulnerability and the allure of viral fame. This blog post explores the dangers of subway surfing, the failed attempts to curb it, and proposes a novel solution: installing anti-pigeon spikes on train roofs to physically deter this behavior.

The Rise of Subway Surfing

Subway surfing is not a new phenomenon, but its resurgence in the social media era has amplified its visibility and appeal. Young people climb onto the roofs of subway trains, often the 7 or J lines in Queens and Brooklyn, where trains run above ground, or cling to the sides of cars, balancing precariously as trains speed through the city. Videos of these stunts flood platforms like TikTok and Instagram, garnering thousands of views and likes. For many teens, subway surfing is a thrill-seeking act, a way to assert independence and gain peer recognition in a digital age where attention is currency.

The statistics are grim. According to the New York City Metropolitan Transportation Authority (MTA), subway surfing incidents have surged in recent years, with 2023 seeing a reported 400% increase in incidents compared to a decade prior (MTA, 2023). The consequences are often catastrophic: in 2024 alone, at least five teenagers died from falls off moving trains, with others suffering severe injuries, including head trauma from collisions with tunnel entrances (NYC Department of Health, 2024). The MTA and city officials have labeled subway surfing a public health crisis, yet the behavior persists, fueled by the psychology of adolescence and the amplifying effect of social media.

The Psychology of Adolescent Risk-Taking

To understand why subway surfing has taken hold among NYC’s youth, we must consider the psychology of adolescence. Teenagers are wired to take risks. During adolescence, the brain’s prefrontal cortex, responsible for impulse control and long-term planning, is still developing, while the limbic system, which drives reward-seeking behavior, is in overdrive (Steinberg, 2014). This creates a perfect storm: teens are drawn to high-risk, high-reward activities, seeking thrills and social validation while underestimating danger.

This sense of invulnerability is a hallmark of adolescent psychology. Studies show that teenagers often exhibit an “invincibility fable,” a cognitive bias where they believe they are immune to harm (Elkind, 1967). For subway surfers, this manifests as a belief that they can outsmart the train’s speed, balance on a moving car, or escape injury in a tunnel. The promise of social media fame further fuels this behavior. A single viral video can elevate a teen’s status among peers, providing a dopamine hit that outweighs perceived risks (Casey et al., 2011). As one 16-year-old subway surfer told The New York Times, “It’s not about being stupid—it’s about showing you’re fearless” (NYT, 2023).

This psychological profile complicates efforts to curb subway surfing. Traditional warnings and punishments often fail to resonate with teens who feel invincible and prioritize peer approval over safety. The MTA and city officials have tried multiple strategies to address the issue, but as we’ll see, these efforts have fallen short.

Failed Interventions: NYPD Crackdowns

The first major response to subway surfing came from the New York Police Department (NYPD). In 2022, as incidents spiked, the NYPD deployed additional officers to subway stations and trains, particularly in high-risk areas like Flushing and Jamaica, where elevated tracks make surfing more feasible. Officers patrolled platforms, issued summonses, and arrested individuals caught in the act. The MTA reported a temporary dip in incidents, but the effect was short-lived (MTA, 2022).

The NYPD’s approach faced several limitations. First, the subway system is vast, with 472 stations and over 600 miles of track (MTA, 2025). Policing every train and station is logistically impossible, especially with the NYPD’s staffing shortages, which have been well-documented (NYPD, 2024). Second, arrests and fines often failed to deter teens, who viewed legal consequences as less significant than the social rewards of surfing. For many, an arrest was a badge of honor, further fueling their bravado. Finally, the NYPD’s presence sometimes escalated tensions, with some community advocates arguing that heavy-handed policing alienated the very youth they aimed to protect (Community Board 7, Queens, 2023).

By 2023, it was clear that law enforcement alone could not solve the problem. The MTA and city officials turned to a new strategy: social media campaigns targeting young people directly.

Social Media Campaigns: A Missed Mark

Recognizing that subway surfing was fueled by social media, the MTA launched a series of awareness campaigns in 2023, aimed at dissuading teens through the same platforms they used to share their stunts. The “Ride Inside, Stay Alive” campaign featured influencers, PSA videos, and hashtags like DontSurfTheSubway, designed to appeal to Gen Z sensibilities. The MTA partnered with TikTok creators to produce content highlighting the dangers of subway surfing, including graphic depictions of injuries and testimonials from families of victims (MTA, 2023).

While well-intentioned, the campaign largely failed to resonate. Teens dismissed the PSAs as preachy and out-of-touch, with some mocking them in comment sections. One viral response video featured a teen sarcastically imitating an MTA ad while standing on a train roof, garnering over 100,000 views (TikTok Analytics, 2023). The campaign’s reliance on influencers also backfired; many teens saw through the corporate messaging, viewing it as an attempt to co-opt their culture rather than engage authentically.

The failure of social media campaigns underscores a key challenge: adolescents are skeptical of authority-driven messages, especially when they conflict with the thrill-seeking culture of platforms like TikTok. As Dr. Laurence Steinberg, a leading expert on adolescent behavior, notes, “Teens are more likely to listen to peers than adults, especially when the message feels like a lecture” (Steinberg, 2014). The MTA’s campaign, while creative, did not account for this dynamic, leaving the problem unresolved.

Drones: A Partial Success

In 2024, the MTA and NYPD pivoted to a high-tech solution: drones. Equipped with cameras and real-time monitoring capabilities, drones were deployed to patrol elevated subway tracks, particularly along the 7 and J lines. The goal was to deter surfers by increasing surveillance and enabling rapid response from law enforcement. Drones could spot teens on train roofs from a distance, alerting conductors to slow or stop trains and allowing police to intervene before incidents escalated (NYPD, 2024).

The drone program showed promise. In the first six months of 2024, the MTA reported a 20% reduction in subway surfing incidents on monitored lines (MTA, 2024). Drones also helped identify repeat offenders, leading to targeted interventions like community service or counseling. However, the program’s limitations soon became apparent. Drones are expensive to operate, requiring trained personnel and maintenance costs that strain the MTA’s budget. They also struggle to cover the entire subway system, leaving gaps where surfers can evade detection. Most critically, drones do not address the root causes of subway surfing: the psychological drive for risk and the social incentives of viral fame.

Tragically, the death toll continues to rise. In July 2024, a 15-year-old fell from a 7 train in Queens, suffering fatal injuries after striking a track signal (NYC Department of Health, 2024). Another teen lost his life in Brooklyn when he bashed his head against a tunnel entrance while surfing a J train (NYPD, 2024). These incidents highlight the urgent need for a more effective solution—one that physically prevents subway surfing rather than relying on deterrence or persuasion.

A Proposed Solution: Anti-Pigeon Spikes on Train Roofs

To address subway surfing at its source, the MTA should consider a physical deterrent: installing anti-pigeon spikes on the roofs of subway trains. These spikes, commonly used to prevent birds from perching on building ledges and roofs, are inexpensive, durable, and effective. By covering train roofs with spikes, the MTA could make it physically impossible for individuals to stand or balance, eliminating the feasibility of subway surfing.

Anti-pigeon spikes are typically made of stainless steel or polycarbonate, with pointed ends that deter birds without causing significant injury. When applied to train roofs, they would create an uneven, uncomfortable surface, making it impossible for surfers to maintain footing, especially on a moving train. The motion of a subway car—already a challenge for balance—would be exacerbated by the spikes, forcing would-be surfers to abandon the attempt or risk painful foot injuries. Unlike drones or police patrols, spikes require no ongoing monitoring, offering a passive, low-maintenance solution.

The concept draws inspiration from urban design strategies that use physical barriers to shape behavior, such as bollards to prevent vehicle ramming or textured surfaces for accessibility. Studies on environmental design show that altering physical spaces can significantly reduce undesirable behaviors, particularly among risk-taking populations (Cozens, 2008). For subway surfing, spikes would directly counter the invincibility fable by making the act physically untenable, bypassing the psychological barriers that render warnings ineffective.

Implementation would be straightforward. The MTA could retrofit train roofs during routine maintenance, with costs estimated at $500–$1,000 per car, based on similar installations for bird control (Pest Control NYC, 2025). With approximately 6,000 subway cars in the MTA’s fleet, the total cost would be a fraction of the millions spent annually on drone surveillance and NYPD overtime. Spikes are also weather-resistant and require minimal upkeep, making them a cost-effective long-term solution.

Critics might argue that spikes could pose safety risks, such as injuring maintenance workers or trapping debris. However, these concerns can be mitigated through proper design—blunt-tipped spikes, for example, deter without causing serious harm—and regular inspections. Another concern is that teens might find alternative ways to surf, such as clinging to train sides. While this risk exists, the spikes would still eliminate the most common and deadly form of subway surfing: roof-riding.

Addressing the Broader Context

While spikes offer a practical solution, they must be part of a broader strategy. Community engagement is critical to address the social and psychological drivers of subway surfing. Schools, youth organizations, and parents should work together to provide safe outlets for thrill-seeking, such as skate parks or adventure programs, which can channel teens’ energy into less dangerous activities. Social media platforms also have a role to play, by cracking down on subway surfing videos and promoting positive role models who advocate for safety.

Education campaigns should focus on peer-led messaging, leveraging the influence of youth culture to shift norms. As Steinberg (2014) suggests, “Adolescents are more likely to change behavior when they see peers modeling safer choices.” The MTA could partner with local youth groups to create authentic, grassroots campaigns that resonate with teens, avoiding the pitfalls of top-down PSAs.

Conclusion

Subway surfing in NYC is a deadly epidemic, driven by the collision of adolescent psychology and social media’s amplifying effect. The NYPD’s crackdowns, social media campaigns, and drone surveillance have all fallen short, unable to overcome teens’ sense of invulnerability or the allure of viral fame. Anti-pigeon spikes on train roofs offer a promising solution, physically preventing the act while requiring minimal resources. Combined with community-based efforts to engage youth and shift cultural norms, this approach could save lives and end the tragic toll of subway surfing. The time to act is now—before another young life is lost to the tracks.

References

- Casey, B. J., Jones, R. M., & Hare, T. A. (2011). The adolescent brain. Annals of the New York Academy of Sciences, 1124(1), 111–126.

- Cozens, P. (2008). Crime prevention through environmental design. Environmental Criminology and Crime Analysis, 153–177.

- Elkind, D. (1967). Egocentrism in adolescence. Child Development, 38(4), 1025–1034.

- MTA. (2022). Annual safety report. Metropolitan Transportation Authority.

- MTA. (2023). “Ride Inside, Stay Alive” campaign overview. Metropolitan Transportation Authority.

- MTA. (2024). Drone surveillance program results. Metropolitan Transportation Authority.

- MTA. (2025). Subway system overview. Metropolitan Transportation Authority.

- NYC Department of Health. (2024). Injury and mortality statistics. City of New York.

- NYPD. (2024). Subway safety enforcement data. New York Police Department.

- Pest Control NYC. (2025). Anti-pigeon spike installation costs. PestControlNYC.com.

- Steinberg, L. (2014). Age of Opportunity: Lessons from the New Science of Adolescence. Houghton Mifflin Harcourt.

- TikTok Analytics. (2023). Engagement metrics for subway surfing content. TikTok Platform Data.

- The New York Times. (2023). “Teens risk lives for subway surfing fame.” NYT.com.

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Plane Crash

The aviation world has been rocked by a series of plane crashes and collisions in recent weeks, raising questions about safety and drawing intense scrutiny from regulators, investigators, and the public. While air travel remains statistically one of the safest modes of transportation, these incidents—spanning commercial jets, private planes, and military aircraft—have highlighted both persistent challenges and rare anomalies in aviation. Here’s a look at some of the most notable events from early 2025, pieced together from available reports and ongoing investigations.

One of the most dramatic incidents occurred on Monday, March 3, 2025, when Delta Air Lines Flight 4819, a regional jet from Minneapolis, crash-landed at Toronto Pearson International Airport. The plane, carrying 80 people including four crew members, flipped upside down on the runway amid windy conditions following a snowstorm. Video footage showed passengers hanging upside down in their seats before escaping the wreckage, with 18 people injured but, remarkably, no fatalities. The Transportation Safety Board of Canada is leading the investigation, with the U.S. National Transportation Safety Board (NTSB) and Federal Aviation Administration (FAA) assisting. Delta quickly offered $30,000 per passenger as a gesture with no strings attached, but lawsuits have already begun piling up against the airline. Preliminary focus has turned to weather conditions and potential mechanical issues, though the recovery of the plane’s black boxes promises more clarity soon.

Just two days later, on Wednesday, March 5, a ground collision at Seattle-Tacoma International Airport added to the headlines. The right wing of Japan Airlines Flight 68 struck the tail of Delta Air Lines Flight 1921 while both planes were taxiing in an area not under air traffic control. No injuries were reported, but the incident disrupted operations, prompting the FAA to temporarily pause some flights to the airport. The FAA is investigating, with early indications pointing to human error or miscommunication on the tarmac. This event, while less severe, underscored the risks even on the ground at busy airports.

Beyond commercial aviation, smaller aircraft have also been involved in deadly incidents. On February 5, a Beechcraft 58P crashed south of Pine Bluff Regional Airport in Arkansas around 6:45 p.m., killing the sole occupant, the pilot. That same day, a Cessna 150 made an emergency landing in a field in Covington, Georgia, after the pilot reported engine trouble; both people aboard survived. And in Arizona, a midair collision on March 5 at Marana Regional Airport near Tucson claimed two lives when two small planes collided, according to the FAA. These incidents, all involving general aviation, reflect the higher accident rates in this sector—0.945 fatal accidents per 100,000 flight hours in 2022, per the National Safety Council—compared to the near-zero rate for major airlines.

The deadliest crash of this period unfolded on January 29, 2025, near Ronald Reagan Washington National Airport in Washington, D.C. American Airlines Flight 5342, a Bombardier CRJ701ER operated by PSA Airlines, collided midair with a U.S. Army Black Hawk helicopter, killing all 67 people aboard both aircraft—64 on the plane and three soldiers on the helicopter. The jet was returning from Wichita, Kansas, carrying figure skaters and their families from a training camp, when it struck the helicopter on a training flight over the Potomac River. Video from a Kennedy Center webcam captured an explosion as the wreckage plunged into the frigid waters. The NTSB has recovered the black boxes from both aircraft, and early data suggests the jet was climbing just before impact, while the helicopter may have been flying above its mandated 200-foot altitude limit. A single air traffic controller was managing both plane and helicopter traffic—a staffing anomaly under investigation. This crash, the worst U.S. aviation disaster in over 15 years, has reignited debates about airspace management near busy airports handling 25 million passengers annually, far beyond its designed capacity of 15 million.

Other recent incidents paint a broader picture of aviation’s challenges. On February 25, a Southwest Airlines jet narrowly avoided colliding with a private plane on the runway at Chicago Midway Airport, a “near miss” that echoes a string of such events in 2023 post-pandemic, though the FAA notes a 59% drop in serious incidents in early 2024 compared to 2023. On January 31, a medevac jet crashed into a Philadelphia neighborhood, killing seven and injuring 24, with security footage capturing the fiery impact. And internationally, a small plane crash in Thailand on March 6 killed all nine aboard after takeoff from Bangkok, while a December 25, 2024, crash in Kazakhstan claimed 38 lives, with investigations ongoing into weather and mechanical factors.

What ties these events together? For commercial flights like Delta’s Toronto crash or the D.C. collision, human error, weather, and air traffic control are under the microscope. General aviation crashes, like those in Arkansas and Arizona, often stem from mechanical issues or pilot decisions in less-regulated environments. The FAA has responded with steps like enhanced helicopter-plane separation protocols post-D.C., and a $290 million investment in runway safety since 2023. Yet, some, including former President Trump, have baselessly linked the D.C. crash to diversity policies in aviation hiring—a claim dismissed by experts like Chesley Sullenberger, who stress skill, not identity, governs flight safety.

Aviation remains safer than ever, with technology like Traffic Collision Avoidance Systems (born from a 1978 crash) preventing countless disasters. But these incidents remind us that safety is a fragile achievement, tested by human limits, aging infrastructure, and the sheer volume of flights—24 million hours annually in the U.S. alone. As investigations unfold, expect reforms, from better staffing to tighter airspace rules, to keep the skies steady. For now, the “boat” of aviation hasn’t capsized, but it’s taking on water worth watching.

13th Sunday of Ordinary Time Year B: Death Does Not Win

The readings for the 13th Sunday of Ordinary Time Year B offer a profound depth of spiritual insight and reflection. 

The first reading from the Book of Wisdom (Wisdom 1:13-15; 2:23-24) contemplates the nature of life and death, emphasizing that God did not create death, but rather, it entered the world through the devil's envy. This passage invites us to reflect on the sanctity of life and God's intention for creation to exist in harmony and immortality. It reminds us that the devil is the cause of death. People often blame God for evil and death when in reality it is the devil's fault. Out of envy for humanity, the devil brought about death via sin.

The Responsorial Psalm, Psalm 30, is a heartfelt expression of gratitude towards God for deliverance and rescue. It is a reminder of God's mercy and the transformative power of thanksgiving, turning mourning into dancing and sorrow into joy.

In the second reading, Paul's letter to the Corinthians (2 Corinthians 8:7,9,13-15) calls on the community to live in generosity and equality. It highlights the gracious act of our Lord Jesus Christ, who, though rich, became poor for our sake, setting an example of selflessness and solidarity with the needy.  Jesus became one of us in all things except sin.

The Gospel reading from Mark (Mark 5:21-43) presents two miraculous healings performed by Jesus. The first is the healing of a woman who had been suffering from hemorrhages for twelve years, and the second is the raising of Jairus's daughter saying "Talita Cumi" or Little girl child get up. Both stories are united by themes of faith, desperation, and the transformative touch of Jesus. They show that Jesus' power to heal and to give life transcends all barriers, offering hope and new life to all who reach out to him in faith.

Death is not the end. Jesus conquered it. We all have to die one day. There is no way around it. It is the wage of sin. However, Jesus conquered it in His resurrection. He became the lord of death if you will. We all lose people all the time. Recently I lost my sister and my dad before her as well as a host of cousins, an aunt, and a brother-in-law. It is not something we all anticipate or enjoy.  Even when you think you got used to having lost someone, the next death still hits hard. We never get used to it. We never adapt to it. It hurts a lot. What hurts a lot is the absence, seeing the things and people they left behind, and going to spots where memories were shared. After someone dies, we feel a part of us goes. We feel incomplete. Right now, I feel like I am not myself and possibly will never be. There is just a surreal feeling or sensation in the air, so to speak. It is hard to describe but is just dreadful. At one moment you feel fine and the next you just melt into yourself and memories. 

This is the human side of things. We cannot escape it. We are finite creatures that can only process the here and now. We can only process space-time and matter.  We are attached to this material universe so when a part of it goes missing, we freak out.  It can be difficult to ascertain eternity and that things do not truly disappear like we think. Even this universe's energy cannot be created nor destroyed, it transforms. On the spiritual level, it is even more spectacular, so spectacular that we cannot fathom it now completely.  Jesus' resurrection reminds us that we too will rise at the end of time. When Jesus returns in all His glory the dead shall rise. We will see our lost loved ones again. It is ok and normal to miss our deceased loved ones. This shows we love them and their detachment from us in the physical realm hurts.  However, death is not the end.  

Many of us wonder why our deceased ones never come back to say hi. If they live on, why are they not allowed to visit us? Well, there are many answers to this, but I will use the one my friend and pastor the late Bishop Francisco Garmendia told a child once who asked something similar. The bishop said that our deceased loved ones seem to move on and not contact us because they saw God. They saw absolute goodness, beauty, power, and the overall awesomeness of the Creator, the I AM or being that was always in existence and from which all derives existence.  Once our souls sees this beatific vision, why would it go back to earth? Why would it desire the physical realm again?  God is greater than what we leave behind. God is love. Once we connect fully with God, nothing else is needed so the soul is stuck in ecstasy.  This does not mean our loved ones forget us or do not care, it just means that they made it. They connected with God and await our turn. 

Think of it this way, suppose you lived in a poor area and won the lottery. You then purchase a mansion in a beautiful area. Are you going to return to the poor area?  The answer is most likely not. This is why we see celebrities like Jennifer Lopez who prides herself as "Jenny from the block," but never bought a house in that block in the Bronx. We seldom see these "famous" and rich people return to their stomping grounds. This is because they found something "better" from their perspective. Similarly, when we die and see God, what else is there? God is the absolute.  We will not miss the past or anything from the physical realm because we have the absolute or God.  So when you are down and out like I am and members of my family, think of this. Think of Jesus' power to raise the death and rise Himself from the death. Death is not the end.  We will suffer the loss of course, but death is not the end. We belong to God. We are the breath of God. That breath has to return eventually. The people we lose in life do not belong to us. They are God's breath and were called home.  We will join them eventually when it is our time. 

These readings collectively challenge us to consider our own attitudes toward life, death, and our responsibilities toward others. They encourage us to trust in God's saving power and to act with compassion and generosity, following the example of Christ. As we meditate on these scriptures, we are invited to deepen our understanding of God's love and to carry that love into our daily interactions with others.

Lastly, on a side note, we want to address today's event: Pride.  Today in New York City there will be the annual Gay Pride March. This is an event or parade commemorating the raid by the NYPD on the Stonewall Inn, a gay bar.  Regardless of how we feel about homosexuals, we must love them, respect them, and pray for them. We must also protect them. These people glorify pride and sin and this often upsets Christians. However, we must pray for them and their conversion. Jesus on the Cross prayed to His Father to forgive the people for they know not what they do.  While gay people choose to do sinful things with full knowledge, they deep down do not know what they are doing. They do not know the spiritual aspect of the evil they commit. To them, they see it as an evolution of self-expression. They are being their "true selves." This is what they process their sins as. Again, they are deluded by satan.  Remember the first reading about the devil being envious of us.  Homosexuals are lied to by the devil. Like with Eve, he tells them all these lies about "living their truth" and all these sweet enticing terms and jargon meant to deceive.  

In Genesis, we read the story of Sodom and Gomorrah.  Many Christians often focus on the destruction of the cities via flames from the sky.  On YouTube, I have seen some preachers proselytize at pride events instigating gay participants to display themselves in feral ways. The preachers then promote the content as "devils coming out," or in some other demeaning manner meant to portray the gays as some demons that manifest when the preachers preach. This is vanity and wrong on the preacher's part. The Gospel is an invitation to Christ's love, not a weapon to beat people with. In light of this, we should not be going to pride to harass gay people. Instead, we should witness to Christ by showing love and mercy.  Back to Sodom and Gomorrah, Christians forget the other part of the story where Abraham pleads for the people before God. He asks if 30, 20, and 10 are good, would God spare the cities?  God says that He would. We see the Divine Mercy here.  We should focus more on this part when dealing with pride and any homosexual event or gathering. We should ask God to spare them, to forgive them, to destroy their sin, not them.  This is what it means to be a Christian.  This is how we show that it is not "Love is love," but "God is love."  

So let us pray for these people marching today.  They are victims of the devil's deception and our brothers and sisters, sons and daughters. They are victims, not our enemies.  Pray for them. Witness to them with Christ's love until we all share in pride as sons and daughters of God, not of sin.  

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Study: Covid-19 Vaccines May Have Led To More Deaths

The Impact of the Pandemic on Excess Mortality Rates: A Call for Comprehensive Analysis

The COVID-19 pandemic has left an indelible mark on global health and mortality rates. A recent study has brought to light the persistent high rates of excess deaths in the Western world, despite the implementation of containment measures and the distribution of vaccines. This phenomenon underscores the need for a thorough investigation into the causes of these excess deaths to better understand the pandemic's full impact and to prepare more effectively for future public health crises.

Excess mortality is a term used to describe the number of deaths during a crisis that exceeds what would be expected under 'normal' conditions. During the COVID-19 pandemic, excess mortality has been a crucial metric for assessing the overall death toll, accounting for both direct and indirect impacts of the virus. The study, which analyzed data from 47 countries, found that there were approximately 3,098,456 excess deaths from January 2020 to December 2022. This staggering figure reveals the profound effect of the pandemic on the Western world.

The year 2020 saw the onset of the pandemic and the implementation of various containment measures, resulting in 1,033,122 excess deaths. In 2021, despite the introduction of COVID-19 vaccines alongside containment measures, the highest number of excess deaths was reported at 1,256,942. Preliminary data for 2022 indicates 808,392 excess deaths, even as most containment measures were lifted and vaccination efforts continued.

These findings raise serious concerns and highlight the necessity for government leaders and policymakers to conduct comprehensive investigations into the underlying causes of persistent excess mortality. Such analyses are crucial for evaluating the effectiveness of health crisis policies and for understanding the broader implications of the pandemic.

The study's results also emphasize the importance of robust health information systems that can provide accurate, complete, and timely data on mortality rates. The discrepancies between reported COVID-19 deaths and excess mortality estimates suggest that many countries may be facing a significant undercount of total deaths attributable to the pandemic.

As we continue to navigate the aftermath of COVID-19, it is imperative that we gain a complete picture of its toll. Only through meticulous research and analysis can we hope to mitigate the effects of such a crisis in the future and ensure that our health systems are better equipped to handle similar challenges.

For more detailed information on the study and its methodology, readers are encouraged to consult the original research published in BMJ Public Health. The true extent of the pandemic's impact is a complex issue that warrants attention and action from all sectors of society.

Source:

Excess deaths since pandemic need to be 'thoroughly' investigated: study (nypost.com)

Amtrak Train 188 Derailment

Trains are usually a safe way to travel.  I often use Amtrak to travel from Boston to New York and back.  However, in recent years we have seen several derailments and incidents that are forcing Americans to rethink.  An Amtrak train derailed in Philadelphia killing eight passenger and injuring over 200.  The train was apparently traveling on a curve at 106 MPH.  This route only allows traveling at 50 MPH. The derailment occurred at around 9:30 PM.

Survivors of Amtrak 188 had to escape from mangled train cars, many of them with severe injuries.  As the train derailed, they were flung around like dolls crashing into each other, luggage compartments and the walls of the train's cabin. The experience was terrifying.  Some survivors described the train as speeding up while others did not notice any difference. In response to the incident, Amtrak vows to install positive train control which allows workers who monitor the rails to take control of any train that does not break in time or is going faster than it should.  The engineer was identified as Brandon Bostian of Queens, N.Y.  Based on his work records, he seemed to be fond on safety.  According to the "black box" recorder of the train, Bostian applied the full emergency brake application.  Three seconds later, no data was recorded and then data appeared showing that the train's speed was 102 MPH.  Bostian spoke briefly to police at the scene but then remained silent. He is claiming to have no recollection of the incident.  Some speculate that his lawyers from the union may have told him to tell this to officials in order to give them time to prepare any defense.   

Ironically, in 1943 a train derailed in the same area killing 79 people.  However, the train tracks where the Amtrak derailment occurred was recently inspected and showed no signs of any problem. Among the dead are, Justin Zemser, 20, a midshipman at the U.S. Naval Academy; Jim Gaines, 48, a video software architect from Plainsboro, N.J., who worked for The Associated Press; Rachel Jacobs, the chief executive of ApprenNet, an education technology company in Philadelphia; Abid Gilani, a senior vice president of Wells Fargo; Derrick Griffith, a dean at CUNY Medgar Evers College; Bob Gildersleeve, a businessman; Laura Finamore, 47, a managing director at Cushman & Wakefield; and Giuseppe Piras, 41, a wine and oil merchant from Italy.

May these victims rest in peace.  Let us pray for all those effected by this horrific incident. 

Source:

http://www.cnn.com/2015/05/14/us/philadelphia-amtrak-train-derailment/

http://blog.amtrak.com/2015/05/message-president-ceo-joe-boardman-train-188/

http://www.nytimes.com/2015/05/14/us/amtrak-train-derails-crash-philadelphia.html

http://www.cnn.com/2015/05/13/us/amtrak-train-derailment-passenger-accounts/

http://www.nytimes.com/2015/05/14/us/amtrak-train-derails-crash-philadelphia.html

http://www.ibtimes.com/victims-amtrak-188-disaster-list-names-passengers-who-died-train-derailment-1921359

http://www.krtv.com/story/29064267/who-were-the-victims-of-the-amtrak-derailment