Democratic PartyPat Ryan / PartyPatrick Kevin Ryan (born March 28, 1982) is an American businessman and politician serving as the U.S. representative for New York's 19th congressional district since 2022. A Democrat, he previously served as the county executive of Ulster County, New York. Kingston, New York, U.S.
Representative (D-NY 10th District) since 2013Jerrold Nadler / Office
November 8, 2022NomineeNick LaLotaBridget FlemingPartyRepublicanDemocraticAllianceConservativeWorking Families1 more row
AmericanJerrold Nadler / Nationality
Patel was born in Missisippi to parents of Gujarati Indian origin, and grew up in Indianapolis. He speaks English and Gujarati. In 2022, Patel became engaged to Emily Bina, a producer at the The Atlantic.
November 8, 2022LeaderNancy PelosiKevin McCarthyPartyDemocraticRepublicanLeader sinceJanuary 3, 2003January 3, 2019Leader's seatCalifornia 11thCalifornia 20thLast election2222133 more rows
The 51 Council districts throughout the five boroughs are each represented by an elected Council Member. Search the map.
Current members This is a list of members of the current New York delegation in the U.S. House, along with their respective tenures in office, district boundaries, and district political ratings according to the CPVI. The delegation has a total of 27 members, including 19 Democrats and 8 Republicans.
Representative (D-NY 12th District) since 2013Carolyn B. Maloney / Office
New York's 10th congressional districtRepresentativeJerry Nadler D–Upper West SideArea14.25 sq mi (36.9 km2)Distribution100% urban 0% ruralPopulation (2019)732,7324 more rows
Joyce MillerJerrold Nadler / Wife
New York's 8th congressional district.
The bottom line: Ranked-choice voting isn’t a cure-all for politics, but it’s a fair system that gives voters more power to get what they want. Of course, only one candidate can win, and there’s sure to be disappointment. But to give your vote its best chance to influence the outcome, rank five, and get ready for a new mayor who may well serve New York until the end of the decade.
It’s important to understand that winners could also have prevailed under the old single-choice system. Your ballot never counts for more than one candidate in each round of counting, and ranking candidates after your first choice in no way counts against your favorite candidate.
Second, you may care only about defeating someone. Keeping that candidate off your ballot and ranking all the other viable candidates in your order of preference nearly always works best for this goal. But if you feel certain that only one candidate can defeat a candidat e you don’t like (and that’s a big if), rank that one candidate first among the front-runners to improve his or her odds of advancing to the final round.
In the US, almost every article about pedestrian avoidance systems cites a single real-world impact study, holding it up as evidence that such systems could decrease pedestrian collisions by 35%. This study is the best one available, for the simple reason that it is the only one available. This makes its weaknesses all the more glaring: it considers only one system, the Subaru EyeSight, and uses a severely limited methodology that – as the study’s authors acknowledge but press coverage never does – meant the authors could not know for sure that they were accurately counting the total number of times Subarus hit pedestrians. No one can honestly claim to know how well these systems do what they claim. A 2018 study concluded that, when it came to simply detecting pedestrians (let alone avoiding them), these systems would have to improve their performance tenfold just to match that of humans.
No one would have confused the US for a walkers’ paradise – at least part of the reason fewer pedestrians died in this period was that people were driving more and walking less, which meant that there were fewer opportunities to be struck. But at least the death toll was shrinking. The fact that, globally, pedestrian fatalities were much more common in poorer countries made it possible to view pedestrian death as part of an unfortunate, but temporary, stage of development: growing pains on the road to modernity, destined to decrease eventually as a matter of course. The US road death statistics of the last decade have blasted a hole in that theory. (A similar trend has been observed with regards to the country’s cyclists: a recent analysis found that cyclist fatalities decreased through the 80s, 90s and 00s, but since 2010 have increased 25%, with 777 cyclists killed in 2017.)
Instead, they grew out of a desire to make war more bloodless – or more bloodless for the US side, anyway. In 2004, the US Department of Defense announced a race, open to all comers. Entrants were asked to build a vehicle that could undertake a journey without immediate human input: no driver in the car, no remote control. Whoever’s vehicle made it through a 150-mile course in the Mojave desert first would win $1m.
A sk a room full of road safety experts what is causing pedestrian fatalities to increase and most will admit that, well, they are not exactly sure. Every time a car hits a pedestrian, it represents the intersection of a vast number of variables. At the level of those involved, there is the question of who is distracted, reckless, drunk. Zooming out, there are factors such as the design and condition of the road, the quality (or absence) of a marked pedestrian crossing, the speed limit, the local lighting, the weight and height of the car involved. In a crash, all these variables and more converge at high speed in real-world, non-laboratory conditions that make it hard to isolate the influence of each variable.
More fundamentally, the US is the country in the world most shaped, physically and culturally, by the presumption that the uninterrupted flow of car traffic is an obvious public good , one that deserves to trump all others in the road planning process. Many of its younger cities are designed almost entirely around planning paradigms in which pedestrians were either ignored or factored only as nuisances. Cars move fast and are heavy and hard; humans on foot move slower and are made of flesh and bone. “The layperson can realise, if they think about it for a minute, that if you want to keep people safe, you have to design streets differently,” says Dumbaugh. “You have to slow the cars down. You have to recognise the reality of road users who aren’t in cars. You have to design roads so people in cars take notice of their fellow road users. But these basic realisations aren’t things the US transportation system knows or integrates into practice. And so people keep getting killed.”
In the EU, regulations passed earlier this year will make such systems mandatory on new cars starting in 2022.
For drivers, roads are safer than ever – but for people on foot, they are getting deadlier. Car companies and Silicon Valley claim that they have the solution.
Predicting U.S.-China Relations. China's rise has sparked a debate about whether or not we will see another round of great power conflict, this time between the United States and China in Asia.
The rise of China has the potential to transform the balance of power in Asia. If the Chinese military and economy continue to grow at their current pace over the next few decades, the United States will confront a genuine peer competitor for the first time since the Cold War.
The likelihood of international competition is shaped largely by what states conclude about each other's intentions—that is, their plans regarding the threat or use of force over the medium to long term.
The United States and China are destined to engage in an intense security competition if the latter completes its rise.
Glaser, Charles. "Will China's Rise Lead to War? Why Realism Does Not Mean Pessimism," Foreign Affairs, Vol. 90, No. 2 (March/April 2011), pp. 80–91.
For Academic Citation: Rosato, Sebastian. “ Why the United States and China Are on a Collision Course .” Policy Brief, Quarterly Journal: International Security, May 2015.
Regardless of what he does in Ukraine, Putin will not achieve any of his core demands, Kevin Ryan writes. He will wear the moniker of bully or bluffer, but either way, he has lost.
The Black electorate in New York City is diverse, made up of Caribbean-Americans and African-Americans; of native New Yorkers, immigrants and transplants from other states. In the 2013 mayoral race, Mr. de Blasio won partly because of his enormous popularity among Black voters: Ninety-six percent of Black New Yorkers voted for him, according to exit polls, a higher percentage than David N. Dinkins captured in 1989 when he was elected as the city’s first Black mayor.
Mr. McGuire, who left his job at Citigroup to run for mayor, has also sought to draw a contrast with his rivals, often saying that he has not been “termed out” and isn’ t “looking for a promotion” — a likely reference to Mr. Adams and Scott M. Stringer, the city comptroller, who are both barred by city law from running for third consecutive terms.