Committee on Transportation and Infrastructure

Yeah, we're still— we're still on. Do we have enough seats for everyone? Check 1, 2. Check 1, 2. Mr. Chair, we're ready to resume. All right. I'm calling the next panel. Labode Fatai. Labode Fatai. Aliu Barry or Bally. Joshua. Joshua Wood. Sajjad Hussain, or Sahad Hussain, please. Abubakar Key. Is that you? Huh? You already spoke. Okay. Alejandro Grajales, come on up.

Venga para acá. Kamal, Kamal. Do we know if he left or if he's coming back by any chance? Okay, got it. Thank you, Leah. Jakuba Kanambaye. Nahid Sarkar. And I think— oh, that's just— this is smaller here, but we'll bring you— can you please add an additional chair? And please keep the music down despite how much I love that song.

We got to keep it down in here. Thank you, Sergeant. All right. I'll begin from this side whenever you're ready. Thank you.

My name is Nahid Sarkar, and I am a delivery worker and member of the Delivista Unidos, and I am sharing my story today to request your urgent support regarding an unjust— unjust deactivation has completely disrupted my livelihood. Recently, Uber asked me to submit a photo verification. I complied immediately, uploading my profile photo within 5 minutes. Yet shortly after, my account was deactivated under the claim of having a duplicate account, specifically an Uber Eats account.

This makes no sense because I, I do not possess a TLC license, which is legally required to operate an An Uber ride account. It is entirely unclear how such an account could even exist under my name, and I was given no fair way to defend myself or correct this error. I had these issues with my account, and I had dealt with support many times, but they are telling me different reasons of a deactivation.

For example, one representative once sent me an information that My account was flagged for cancellation fraud. It makes this process even more complicated. When drivers try to resolve these issues, we hit with a brick wall. Support is remote, located far away, and completely disconnected from the realities of our city. They do not know our local policies, and in many cases, their incorrect advice only drives us deeper into trouble rather than solving anything.

As a worker, we are deeply about safety on the street. We, we want to protect our communities and follow traffic rules, but the reality is that we face immense pressures that make safety and everybody struggle. We have to deal with traffic tickets, unpredictable conditions, and, and above all, constant grinding pressure from the app companies pushing us to drive faster and harder.

Thank you very much.

Next. Good afternoon. My name is Joshua Wood. I am a delivery worker with 10 years of experience across the industry and an organizer with the Workers Justice Project and Los Deliveries Unidos. I am deeply concerned about some of these bills. I am speaking both from my own perspective, from working every day on a pedal bicycle, just setting that record straight, and on behalf of over 150 of my comrades who have been waiting outside today and were unable to be heard.

The issue of— the issues of street safety that these bills are meant to address do not come from the existence of delivery workers on e-bikes. Making our streets safer requires a comprehensive approach built around dedicated infrastructure and regulation of the apps themselves. During the pandemic, we were hailed as heroes. It was during this time that the city legalized e-bikes, and as the workforce continued to grow under the demand created by the apps, E-bikes are now here to stay.

What we need is more space to operate in, dedicated micromobility lanes, pickup zones, resting areas. Every order being delivered by a Class 3 e-bike is one not being delivered in a car or a truck, which are the real dangers on our streets and the source of congestion that we have to work around on a day-to-day basis. We are a workforce who have adapted time and time again to increasing demands from apps who popped up in the city and gave us tasks to complete in a landscape that was not designed for us to safely operate in, but we found a way anyway.

We hustle one order a few dollars at a time under intense pressure from AI oversight that is blind to the realities of the streets in front of us. It is not fair to the vast majority of workers who operate their bikes safely to retroactively ban their tools and place the burden on them for compliance with new rules.

Even a measure such as Intro 0985 fails to address the full scope of the micromobility delivery industry and the logistical challenges required for a swapback program to be fully comprehensive. Once these wheels get set in motion, every worker who is inevitably left out of the program will punished. These hinge on fair solutions for all workers who have already invested thousands of dollars into their vehicles.

And this means adapting the city's infrastructure to reflect what we as workers already know, that we can do our job safely. We don't need to— Thank you very much.

Next. Hi, good afternoon, council members. My name is Sajjad Hussain. I'm from Queens, and I'm currently a part-time delivery worker with Grubhub. and part-time yellow cab driver, so which kind of gives me a very intimate idea about New York City streets. I've listened this entire morning for hours as you aggressively pushed for these e-bike crackdowns, and I have to ask, are you even thinking about the thousands of people whose livelihoods depend upon these streets?

Because why is it whenever when new laws are about to be passed or implemented, it is always at the expense of working-class New Yorkers who are blue collared? Thank you. I hear the heartbreaking testimonies of a lot of people who have been hurt, the pedestrians who have suffered from these severe injuries, and my deepest sympathies and condolences to the people who have been hurt.

But as public advocate Mr. Williams said, when he drives, he hates bikers and pedestrians. When he bikes, he hates pedestrians and drivers. When someone is walking, they hate bikers and drivers. So it's Currently, the infrastructure of New York is pitting all of us against each other. So in my opinion, the real danger is our outdated infrastructure and the system that allows the vehicles to turn into active death machines by actively turning into crosswalks where pedestrians are crossing, by actively letting bikers go without a traffic signal when pedestrians are crossing.

I think instead of fixing many of these root issues, we or you are letting the app companies police our safety as delivery drivers, which shouldn't be the case. I also feel the apps are rushing us with their algorithms to penalize us for being even a minute late. I heard the Uber Eats person say that they don't, and Uber doesn't, but what about Grubhub?

What about DoorDash? I do Grubhub. And I have a percentage where it says how fast I did deliver on time. Thank you. Thank you very much. Next.

Good afternoon. My name is Alejandro Grajales, and I've been an app delivery worker for 10 years. I'm also an organizer with Worker Justice Project. For the last 10 years, I work for DoorDash, Grubhub, and Uber Eats. I've delivered food medicine, and essential goods to New Yorkers through all kinds of weather, including during the pandemic and major storms when many people were told to stay home.

I know what it means to be out there on these streets because I live it every day. I am here to express my opposition to Intro 2361, Intro 2587, and Intro 986. Thank you. We are not criminals. We are workers supporting our families. More police enforcement and bike confiscation will not make our streets safer. We cannot leave workers' livelihoods in the hands of the apps that created many of these problems.

We oppose bills that would ban the e-bikes we depend on, increase NYPD enforcement, or give delivery apps more power to punish and deactivate us. Thank you. These policies could make our bikes illegal, increase police interactions, and give corporations more power to enforce rules against us. We need real safety solutions. No more policing, confiscation, or deactivation. Make our world safer, not harder.

I had to ask, how can we trust in the same app companies that exploit us, steal our pay, and treat us as disposable labor to keep us safe? DoorDash recently agreed to pay $131 million after acknowledging that it had indeed stolen money from delivery workers by withholding our pay and failed to comply with New York City's minimum pay rules.

Yet somehow you councilmembers are putting public safety and our safety as workers in the hands of greedy corporations. Thank you very much. Thank you. Next.

Good afternoon. My name is Yakuba Kanambe. I have been a delivery worker for 3 years and a member of the Worker Justice Project and Los Delivery Stars Unidos delivery workers are under constant pressure from up to meet a strict pickup and delivery time. When traffic or red light make you late, we can be penalized. This pressure can force workers to choose between following traffic laws and protecting our income.

Companies need to give you reasonable delivery times. So we can respect traffic line following, allowing workers safely. Thank you. Thank you for your testimony, and this panel is excused.

Next up, we have Traore Muhammad, John Alexander Bravo. Ba Abdulleh. So far, how many folks that I've called on are here? Is that 1 so far or 2? Farouk. Abdulba. Mikaeli Pino or Michael Pino. Solomayn Zell. All right, and we have space for one more. Fierno Ba. Thierno Bazna here, is that correct? Brando Rodriguez. Brando Rodriguez. Thierno Barry.

Muhammad Rahman. Mohammed Abu Kasham. Mohammed Abu Kasham. All right. I'll start off with you, and you may remember to say your name before you begin. Thank you.

Good afternoon. My name, my name is Muhammad Abdul Karim, and I have worked. Sorry, sorry. You may let's start over again. Let's keep it quiet in here. Can you please start his time again? I want to be able to hear you clearly. Thank you. You may begin.

Good afternoon. My name is Mohammad Abul Karim, and I have worked as a delivery driver in New York City for almost 3 years. I am also a member of WZP and LDU, and I have worked with GABA For nearly one year, I am here to share my concern about several proposed bills included into 244, into 2361, into 2587, into 2590.

Into three hundred eighty-nine and into nine hundred eighty-six, we support effort in improve working improve working condition. But I I will also want a make sure that new policy do do not created and do not. Created additional challenges for workers who depend on delivery apps for their income. Delivery companies often give us very little time to pick up and deliver the order.

This can This this can pressure. This can pressure driver to rush. Even even we eat you unsafe. One day we I one day will I was working in bike bike line. I can I a car door suddenly opening in front me. भैया अपनी चाइल्ड एक टू बांग्लादेश बोलते पढ़न। Can we give him another minute? Can we please add another minute?

Can you if you can interpret that would be great, but आपने चाहिए आप आपने क्या एक्ट मिनट अमर दित्ते परी बांग्लाई बोला जोड़नो। We're making I'm making the ask so that he can share his experience in बांग्ला if he would like. मांथी के बोलते परन, मांथी के बोलते परन, can we add one more minute to the clock?

हाँ, एक मिनट पीछे आपका केशव में। हमें तीन बस तीन बसुर दावत डेलीवरी कुर्ते से, हमें one एक बसुर गाव़ डेलीवरी कुर्ते से हमारा आइडिया होटल बंदोगर्दी से कुनो रीज़न साढ़ा है, कुनो रीज़न साढ़ा है हमारा आइडिया बद्दोगर्दी से एकोनॉमी फाइव थ्री मर्स हम हमार हमें कुनो कस्ट कस्ट कुट्टे फर्ती सीन है ऐसा हमारा आइडिया इट दौर कर All right.

Thank you. Thank you so much for your testimony. I appreciate you sharing that.

It's next. Sorry, my English is no good. I want to speak French. You can speak in any language you like. French, please. Bonsoir. Je m'appelle Suleiman Zil. Is this Je travaille comme livreur à New York. Je suis ici aujourd'hui pour exprimer mes oppositions au projet intro 2361, intro 2587 et intro 986. Je souhaite également faire part de mes préoccupations concernant la manière dont la ville répond aux problèmes que les livreurs racontent chaque jour dans nos rues.

Au lieu de s'attaquer aux vrais problèmes auxquels nous sommes confrontés, la ville envisage d'envoyer la police pour nous donner davantage de contraventions et nous confisque nos vélos. Ces propositions pourrait également rendre illégaux des vélos électriques où sont actuellement légaux et donnés aux applications de livraison la responsabilité de notre sécurité. Nous avons tout que les applications de livraison ne se soucient pas de nous.

Nous avons besoin d'avantager des pistes cyclables protégées. Nous avons besoin de stationnements sécurisés pour les vélos. Nous avons besoin de meilleures protections contre la désactivation injuste de nos comptes. Et oui, la sécurité nous tient à cœur. Nous voulons nous aussi des rues plus sûres. Mais ces projets de loi Ne règlons pas les problèmes auxquels nous sommes confrontés chaque jour et ne rendrons pas les livrets plus en sécurité.

Nous avons besoin de vraies solutions. Merci beaucoup. Next. Merci beaucoup. I can translate it if you want. Sorry? I can translate it if you want. If you want, I can send a copy. We don't we don't need translation. We'll make sure that everyone is getting you know his his you know his his video and you know we've heard multiple tests similar testimony so I think we're we're okay with that and we appreciate anyone can testify in the language that they prefer.

I like to say that by the way. Yeah yes good night everybody.

My name is Palud Carl. And I work as a delivery worker in New York City. I'm here today to express my opposition to Intro 2361, Intro 2587, and Intro 986. I also want to share my concern about how the city is responding to the problem delivery workers face every day on our street. Instead of addressing the, the real problem, we face, the city is considering sending the police to give us more tickets and take away our bikes.

This proposal could also make legal e-bikes illegal and put delivery apps in charge of our safety. We, we all know that delivery apps do not care about us. We need more protected bike lanes. We need more secure bike parking. We need stronger protection against unfair deactivation. And yes, we care about safety. We want safer streets too. But this bill will not solve the problem we face every day or make delivery workers safer.

We need real solutions, solutions that protect workers, improve our streets, and make New York City safer for everyone. Thank you. Thank you. Thank you.

Next. Good afternoon, everyone. Good afternoon. Yeah, you hear me? Okay. Thanks. Good afternoon, everyone. My name is Abdul Samadou Ba. I'm from Guinea. I'm a delivery man in New York City. I'm here today To express my opposition to projects Intro 2361, Intro 2587, and Intro 986. I would also like to express my concern about the way the city responds to the problems that delivery people encounter every day on our streets.

For the speed of the delivery people, this is not because we want to go to drive too fast. Rather, is the application because if you cannot estimate in time by Uber or DoorDash and Grubhub and more, your application will be deactivated. And they tell you to are always late. Reason why another people run too fast. Not deactivate the application during all this terrible situation.

They can't give us another orders like $3 or $10 from Manhattan to Long Island. We can't work all day without earning $150. It's difficult for us because We have rent to pay and we have families. And another customer writes us around the world, tell us, come quickly because if my food becomes fresh, you will be seen on your application.

Or they offer you big trips, tips, so that you drive fast and that they will not make their promise. Thank you. Thank you. Thank you. Next.

Bueno, buenas tardes. Mi nombre es John Arriechi. Primeramente quiero darle gracias a Dios por darme la oportunidad de estar aquí enfrente de todos ustedes, de todos los compañeros que están aquí presentes. No solamente vengo como Dacher Platino de la Corporación Dordas, también soy activista internacional contra la trata de personas, la violencia de género y el maltrato infantil.

Ya que vengo desde Suramérica impulsando una campaña internacional contra la trata de personas acá en los Estados Unidos. Y verdaderamente es bastante complicado todo lo que nosotros venimos soportando con esta relación, con relación a esta corporación Dorda. Bueno, primero también quiero también no solamente extenderme, sino reconocer la valiosa labor que todos los dashers en la ciudad de Nueva York vienen ejecutando.

Hay problemáticas internas, sí las hay, pero bueno, mi caso es el siguiente. Lo divido en 5 puntos. DoorDash en las últimas semanas, en los últimos meses, se ha venido reflejando, ya que vengo hablando sobre las problemáticas que vengo presentando dentro de la aplicación, Mucha, mucha. ¿Dónde estoy aquí? Mi caso viene reflejando una persecución sistemática tras meses de denunciar fallas.

He sido víctima de congelamiento interno de la aplicación, una táctica corporativa que hoy castiga a miles de repartidores mediante, mediante abuso. Uno, el sabotaje económico que bloquean nuestras cuentas en zonas de alta demanda enviándonos solo demandas. Órdenes de miseria de tres a cuatro dólares evadiendo el salario mínimo legal de la ciudad de Nueva York. Dos, fraude fiscal inducido registran los reembolsos de gastos de nuestros propios bolsillos en ganancias inflando artificialmente nuestros ingresos ante el fisco.

Gracias. Thank you.

Let's let's also add another member of the public who Would like to add to this panel, Omar Farouk. Are you here? I was told you're back. So can we add a chair for him, please? And then we'll have then then we'll excuse the panel. All right, Omar. You may testify. Hello. Can I talk to my language? Yes, you can.

Of course. Always. Okay. Assalamualaikum everyone. Assalamu alaikum. Dear God, दर्ज बोसत्थे के अमेरिका था कि आठ बोसत्थे के हमें delivery करी ग्रावा पे। विभिन्न शो में अमरा रास्ता दी बाइक लाइने जाए, मनुष्य छोटा तो कोई ड्राइवर बाइक लेने साले आशे मुरुबिर है, तो फॉर अमरा हंसी मुक्के उधर के बार उनको रे औरों आमादर के हंसी मुक्के अमरा ब्रेक कोरी, तार पर सब किसी शो मादन हो जाए, सांपी माज़मोद्दे किसी किसी मनुष्य ऐतोतु को आमादर के खरब्बा बट कंपनी आमदर के जेबावे हार्ड टाइम दाएँ, जेबावे आमदर शाते ये करे, मनोज अमरा तादिर अमरा को न मानुषिन है तादिर का से, अमरा जैसे कंपनी थे ग्राबा ऊबा डोड़ा से कास्कुरी, तरह आमदर शाते इरुकुम करे, जेटाजा आमरा को न मानुषिन है, आमरा ये दो मिनट शामोदे आमदर के, तो दो कन्नज़ आवाज अमरा टोटली दो काने फोन रो मिनट आठ करा लगे, बीस मिनट आठ करा लगे।

दो काने फोन रो बीस मिनट त्रिश्मिनिट आठ करा लगे। फॉर आमादर के की हो, आमादर के बायलेशन दै। विभिन्न शो में। सब किस्मील है अमरा शोलो। अमेरिका तो शब्दों में भालवासी मानोगुरी, किंतु अमरा शोलो भालो नहीं, दिन से से। तावला आमद दुन्नो बाल होए, दुन्नो बद। दुन्नो बद। हैं आपनर टेस्टिमोनी आमर श्रोबाई बुझे नहीं वो, बुझे नहीं वो।

आशुभिदने, थैंक यू। आमर प्रश्नच, आपनी यहाँ पर बैक क्वेश्चन क्या ना? फिर एक सेकंड। आपनर जन्नो, आपनर जन्नो किचु प्रश्न आज सब आमद आमद जी बांग्लादेशी भाईरा जॉ My Bangladeshi brothers who are here, I'm of Bangladeshi descent. This is an issue that is deeply personal to me. A lot of Bangladeshis are in this workforce and currently really at risk on the, on the job here.

And I want to better understand how much you've paid for your devices, how many tickets you've gotten from the NYPD. And our brother here described being deactivated and out of work for 3 months. So, I mean, Banglai बोली आपने देखे? आपना रा आपने देखे bike जो नो कोतोटा का खर्च कुर्सन, कोतो कोतोटा का investment दिसन, bike जो नो bike जो जे प्रति charger बात चलता कुछ सो दुहा जा रहा okay two thousand dollars NYPD ठीक है कोई बार ticket पैसे ना बोंग कोतो कोतो dollar amount आपने क्या छोड़ते हैं तीन voucher right?

तीन सात बोचरे सो तीन बोचरे आप को सात बोचरे कोतो कोतो बर टिकट पैसन। तीन टा कोतो अमाउंट। ओके और आपनी? हमें साठ टा कैसी टोटल? सात बोचरे। सात बोचरे चाट्टा। How how much? तीन सौ डॉलर हो गए, तीन सौ साठ डॉलर हो गए। और अखुन अपनी डीएक्टिवेट है। अपनी की अपील कोर्सन, अपनी की अपील कोर्सन, अपने के जो डिएक्टिवेट करा हुई से ऐप थेके, अपनी बोलने जे तीन मार्च अपनी चाक्री कोर्ट से ना, हाँ, अपनी की उधर कच्चे अपील कोर्सन जे जॉब टा आबार फिर आशा जो ना अपना अकाउंट के एक्टिवेट करा है मेल कोर्ट से, ओके, आंखों में अवस्था की, आंखों म बुझाए बोला नामदर के आमदर के शुद्ध एक्टर यदि से 11-12 एक्टर ऑप्शन दी से यार इटर कारण आमदर आईडिया बहुत दी से किंतु आमरा तो जाने नहीं आशा ले इटर मीनिंग तक की कौन रीज़न है आमदर आईडिया बहुत दी से किंतु आमरा तो शेड्यूल जाने नहीं आमदर के जाना ही नहीं आईडी बद्दो कर रहा है क हमारा eleven twelve किसी की कि कौन कारण है बद्दोगर से इटा बोल बना हमारे के eleven twelve शुद्ध table है।

but AI इटा AI AI हमने तो कौन phone कर से बोलते से AI इटा हमरा ठिक कर मूँ AI इटा AI शामुशा। तान हमरा बोलते से AI जो दुशामुशा दिला हमारा idea often करे दो। तो sorry I'll let you finish। कि अश्लेष उन्हें तेरे को कौनों कौनों advanced जो आपने रैकॉन बंदो हो गए, बकेनो बंदो हो गए।

तो क्यों जो दी जाने जे एडवांस उन्हीं जानते पर जे आमरे कौन-कौन उन्होंने बंदो को संशय ना कर पे? ना कर पे मर के। All right, just so everyone knows that this entire hearing will be translated in English for those who like to know what was discussed today by folks who don't speak the language. I'm sorry. So it was a main concern कि ये जो उन्होंने उन्हारा सुलझ जाना ही ना और कौन-कौन जो दी आमरे एप्लीकेशन को इधर विरुद्ध थे जे कैनो बंदो को कि चुप्रूफ देखाई कोनो कंपनी कोनो शराई देना कोनो कि चुप बोलना like उन्हीं कैनो बंदो ही से प्रूफ आमद के टू प्रूफ देखें देखी क्या होने उन्हीं बंदों से उन्हें कैसे प्रूफ आसे जो निकलने को खोनों करें नहीं बट मैक्सिमम जरा आसे बांग्लादेशी होने के और कर शुद्ध बांग्लादेशी ना शॉबरी की तरह जे जो खोना जो खोना उन्होंने अप्लाई कर रहे हैं जे डिएक्टिवेशन बंदों और जो न You may go.

I'm calling up the next panel now. Corey Hannigan, Paul Mondessier, Brian Chin, Stephanie Russell Craft. Let's see how many folks are here so far. Mention that again. Corey Hannigan, Paul Mondessier, Brian Chin. Stephanie Russell Craft. Drew Robertson. Put her on airplane mode. Celeste Brown. We have space for a few, 3 more. R. Saul Lakin. All right. Are you sitting down?

All right. This is— you may begin. Corey, right? Yeah. All right. Thanks, Majority Leader.

Good evening. My name is Corey Hannigan. I'm the policy director at Transportation Alternatives. I'm also a resident of Sunnyside, Queens. And I'm a member of the Queens CB2 Transportation Committee, but today I'm actually testifying as an individual. I care deeply about safety, and I've spent years advocating alongside Families for Safe Streets, both in New Jersey and New York.

Legal low-speed e-bikes have been a revelation for me and many others in my neighborhood, where it can take twice as long to get to nearby Astoria, Greenpoint, or Upper Manhattan by transit than by bike, but where steep bridges make conventional bikes physically challenging. My own partner has only started joining me thanks to the availability of electric city bikes.

It's enabled more spontaneous trips together to see friends in nearby neighborhoods and more chance encounters with our neighbors. It's important to recognize that legal low-speed e-bikes have killed zero of the nearly 150 New Yorkers killed on our streets this year, and yet much of this nearly 30-bill hearing is focused exclusively on them. Most people are killed by high-speed motor vehicle drivers, 45 hit-and-runs so far this year, as well as by non-street-legal high-speed devices that exceed 25 miles an hour, which were involved in both the fatal crashes on the Queensboro Bridge and right here on Chambers Street, and which are often purposefully mislabeled as legal e-bikes.

These are the machines that put us all, pedestrians and bike riders alike, at risk. Licensing low-speed e-bikes will not work. Restricting access to legal e-bikes will only push more people to choose these faster, heavier options, by making the safer option harder to get. It'll severely impact immigrant workers. It will do nothing to meaningfully improve safety. I urge you to focus on the data, focus on infrastructure, and address the real problem.

Thank you very much for your time.

Thank you for your testimony. Next. Good evening. My name is Stephanie Russell Craft, and I'm a single mom of 2 living in Crown Heights, Brooklyn. I rely on my e-cargo bike every day to get around New York City. It's convenient, affordable, environmentally friendly, and it's what I use to take my kids to school, to get groceries, to visit my friends, to go on playdates in Prospect Park.

I biked here today. I'm also a frequent pedestrian, as most of us are in this city. I'm very concerned about street safety as a mom, as an e-biker, and as a pedestrian, and also just as a New Yorker. And I often feel unsafe when the illegal throttle e-moto zoom past me on the street. I also know that a lot of families like mine depend on e-bikes as a primary mode of transportation.

I would not be able to shuttle my kids who weigh more than 100 pounds combined without the pedal assist feature. E-bikes are a wonderful tool for micromobility, and we need to make sure they're operated safely on our streets. But there's a difference between, you know, the low-speed pedal assist e-bikes that I use and the e-motos that are marketed as safe, but, you know, kind of watered-down motorcycles.

I think we should end the deceptive advertising of high-speed illegal devices as safe and legal and ban them at the point of sale. I also want to reiterate what many people have said today, that what makes me fear for my life the most on the streets is motor vehicles and trucks that at least once a month threaten to run me off the road.

And I also want to acknowledge the many service workers that depend on e-bikes and want to make sure that if we do change policies, there's a safe and just transition to help them travel on safe bikes while keeping their livelihoods intact. We should not punish delivery says we all depend on to make the city run, and we need to hold corporate corporations accountable for incentivizing dangerous e-bike riding by putting profits over worker safety.

Thank you. Thank you. Next up.

Good evening. My name is Celeste Brown, and I have the joy of leading social impact work for Vio, one of New York City's shared micromobility providers. Although much of today's conversation is around privately owned vehicles, it is important to speak to the fact that the city's shared micromobility programs are highly regulated and offer communities a safe and affordable way to use micromobility.

We have enforced speed limits and geofences, required parking rules, age verification and beginner mode restrictions, incident reporting requirements, professionally maintained and continuously inspected fleets, and direct accountability to the city by the way— by way of Department of Transportation, which we heard earlier today. We launched in New York understanding the city's deep commitment to Vision Zero, and safety has been central since day one.

We're proud partners in delivering some of the most intensive shared micromobility safety regulations in the country, including 3 mandatory beginner mode trips at a reduced speed of 10 miles per hour with no riding after dark, as well as strict ID verification. Our commitment to Vision Zero extends beyond the requirements of our program, having supported the city's Dusk and Darkness safety campaign, and proud to continue to sponsor the Vision Zero conference each year as part of our continued commitment to making New York City streets safer for everyone.

And that matters because for many New Yorkers, as you've heard today, micromobility is a necessity. In our most recent rider survey, we learned that half of our riders do not own or have access to cars, 60% of our riders make under $50K a year, and 1 out of every 3 riders are using Veo to connect to transit or reach places that transit does not serve.

Our ridership speaks to how shared micromobility is essential for affordable transportation in the city. To date, participants in our low-income program, Veo Access, have taken over 250,000 rides in Queens and the Bronx, our current service areas. And our riders tell us what that access means: reaching the train faster, getting to the grocery store and medical appointments, and simply being able to move around their own neighborhoods.

As the industry's leaders in accessible vehicle design, where we prioritize designing and improving our vehicles alongside our communities, and with nearly 1 out of every 4 riders self-reporting a disability— I'll submit it the rest of the way. Thank you very much. Thank you. Next.

Good evening. My name is Drew Robertson. I am the president of Atlantic Systems. I am a transportation policy practitioner. Our firm is in freight transportation. Further, I'm a biker. I've biked in New York since the 1970s. And I live in Midtown East, and I use the Queensboro Bridge at least once a week to walk or to bike.

So I'm very familiar with the micromobility safety crisis that we no longer have the tools to manage. Every day, 400,000 delivery bike trips move across our city. Since 2019, there have been 17,000 New Yorkers injured by e-bikes. 133 are dead. These are not isolated incidences. They are predictable result of an operating system that without adequate infrastructure, enforcement, or accountability— delivery workers, overwhelmingly lower-income immigrants, bear the greatest harm.

Their injuries outnumber pedestrians by 5 to 1. They are not the problem. They are the people absorbing the consequences of a business model that rewards speed, penalizes delay, externalizes risk onto workers and the public. The city has taken meaningful steps— battery requirements, worker training, and the Department of Sustainable Delivery. The bills today before the council add to those measures.

However, these efforts share a single structural limitation. There is no dedicated funding source tied to delivery economy, even though they're generating enormous traffic volumes on our streets and revenues for the platforms. What I urge the council to do is adopt a delivery safety surcharge of $1 for every third-party food delivery order. This revenue should be dedicated in a ring-fenced micromobility infrastructure fund.

At current volumes, that would be $146 million a year. Thank you so much for your testimony.

I want to let members of the public know that there is a Hispanic Heritage celebration event taking place, so we will hear some noise. Our apologies in advance. Next. Yep.

Good evening. Uh, my name is Saul Lakin. I'm the head of product for ALSO, which is a micromobility spinoff from the electric vehicle company Rivian. Um, at ALSO, we follow any and all applicable laws. We don't allow users to unlock their devices via an app or clipping a little red wire on their bike. And the software-defined nature and connected nature of our products allows us to remain compliant in a changing regulatory environment even when we don't agree with the policies.

We do support bills that hold commercial users and dispatchers accountable, just as those laws we have on the books for commercial users of cars and trucks. Conflict is the biggest source of traffic violence, agnostic of form factor. This means that when 2 road users are trying to occupy the same space at different speeds, the conditions for traffic violence are present.

Therefore, we support the notion that 20 is plenty. If and only if it applies across all road users, including cars and trucks. The legislation that is not being heard today is the piece that would most help provide New York City the tools needed to address these changes. No, it's not Priscilla's Law. It's— but it is time for New York State and New York City to work together to harmonize their e-bike definitions, classifications, and usage regulations with the vast majority of the United States of America.

New York City's unique definition of a Class 3 e-bike not only violates federal regulations, but it rolled out the red carpet for unsafe riding behavior above 20 miles an hour via throttle and for the horrible battery fires that have plagued the 5 boroughs. The discrepancy in New York law compared to the rest of the USA market makes the quality e-bike industry, like my company, essentially unable to operate in this city, leaving irresponsible brands to fill the gap in the market with unsafe and illegal products.

I want to close by painting a personal picture that you haven't seen today, as I can't help but notice that everyone who has testified about being a victim of e-mobility has been, shall we say, on the upper end of the age spectrum. My 82-year-old father is a proud resident of Brooklyn. All right. He rides an e-bike. Thank you.

Please submit your written testimony for, for the committee to read. This panel is excused.

I'm not that old. Next up, we have Rachel Spielman, Carol Hoidra, AJ Batra, Julie Harvey, Tajari Newsome. Kate Cole. Alan Gamboa. I believe we have space for one more. I'd like to recognize Councilmember Pho Wong for joining us. All right, all right. I think we have space for one more, so give us one more second. See if— is Carol Ferrante here?

I may be mispronouncing your name. My apologies. But there's no Carol here? Last name starts with letter F? All right. Bill Bruno. All right, come on down. All right, Bill, we'll begin with you. Thank you.

And my name is Bill Bruno from Jackson Heights. I'm a cyclist, a subway rider, and a pedestrian. My approach is that there are 3 guiding principles that should cover all of these. The first, infrastructure before regulation. I would have liked to see more infrastructure here, but at least the task force fills me with some hope. We know that bike lanes and better infrastructure saves lives.

Secondly, size and speed matter. Mass and velocity. Size and speed should define the risk categories by which we set— and no different risk categories should not have identical regulatory regimes. That's why we have separate rules for cars and SUVs. It's why the 20-inch planning rule matters so much, and we should not treat things that go faster than 20 the same as things that go more slowly than 20.

That's why rules such as 244 and 988 are so effective and important. We should separate the Class 3 e-bikes and the e-motos from the Class 1 and 2 e-bikes. subject those to a separate regulatory regime. Finally, for enforcement, the golden rule should be to punch up and not punch down. I'm gratified to see that so many of the categories are covering apps and delivery companies— apps and bike stores.

The apps have the power relative to deliveryistas. When you think about the— there are stores out there in my neck of the woods that sell e-motos and mopeds as quote-unquote e-bikes. They have the knowledge bases regarding registration and regarding the technical aspects that a lot of buyers don't. So it is more appropriate to— it is more appropriate to regulate them.

Finally, when there is street enforcement, limit subjectivity. Cameras are good, but also monitor it. That's why I like Intro 767, where you're monitoring police activities. And that's it. Thank you. Thank you. Next.

You caught your breath there, I see. Good evening, Council. My name is AJ, and I live near Forest Hills, Queens. I'm not a deliveryista. I'm not a representative of any agency. I am just a regular person who uses an e-scooter to commute to my office job in Manhattan. Many micromobility users prefer scooters over e-bikes Due to their compact size and affordability.

I have also benefited from quick commutes to Brooklyn spanning half an hour on average, whereas a subway would take an hour or longer since you often go through Manhattan first. I cannot overstress how my e-scooter has enhanced my quality of life in this city, but I must raise 2 issues today. First, around accessibility and ownership of e-scooters to begin with, and second, around bike lane infrastructure.

Thank you. Yes, infrastructure. First, even safe, legal e-mobility devices are still not accessible to the majority of our city if they can't even be kept. Most apartment complexes and co-op buildings strictly prohibit all e-scooters and e-bikes from storage or charging on the premises. These blanket bans do not factor in that it is possible for a personal electric vehicle to meet the safety and compliance standards depicted by the FDNY around charging when they contain UL-certified batteries within their lifecycle.

Buildings do not always consider a distinction between illegal and legal devices, so this either prohibits people from benefiting from what micromobility has to offer or forces them onto rideshare such as Citi Bike, which is owned by Lyft and netted them $24 million in profits last year. I hope to see legislation introduced that would allow riders more options to safely store legal e-scooters and e-bikes for their own accessibility, Just as electric cars are allowed in parking garages, yes, even my parking garage currently bans e-scooters, I asked.

They should, of course, be required to pass inspection cycles and have their batteries swapped at the end of cycle. The second issue I must raise— we're out of time, but basically, please consider concrete barriers for bike lanes because cars drift into them and pedestrians sometimes walk into them when they should be just for us. Thank you. Thank you.

Next.

Yes, this is Kate Coley, and I am an advocate for the handicapped. However, at this point, I am so stressed by the fact that we have a law or a rule done by the previous mayor Adams. And e-bikes were supposed to go 15 miles an hour. And here we're saying 20 is good. No, no. I think I want to go with 15.

You know, all the studies have been done. 20 is too fast. And the infrastructure that I see on the avenues are amazing. People go the right direction. This is in Manhattan. And, you know, people stop. But the streets, they have— it's shared. Those little plastic things that stick up, they don't protect the meat packets that we are.

And if we could move one of the lanes, park traffic, on the streets so that there could be a path for just bikers so they don't have to go up on the sidewalk, they have a place to park. to do the deliveries, that would be marvelous. Thank you very much. Thank you. Next up.

Good evening, City Council. My name is Tajiri. I'm the developer of Our Fault: A Safe Recycling Map. To begin, I would like to say something I've never said in a government building before. I'm so happy to be here. Well, we're very happy to have you, seriously. Thank you, 'cause let me tell you, I just got back from LA, and the transit is so bad over there that even the robots have to drive.

No! But when I found out that the city council was considering banning Class 3 e-bikes, I thought I was being trolled. I thought that was only something that would happen in Florida. Can't y'all see the headline? Florida city bans e-bikes because they thought the E stood for equality. Whoa. But then I saw the legislation, and I realized y'all were serious.

So I came down here to ask y'all, is New York City ready to be a city where an adult with a license can rent or buy a Cybertruck but not a Class 3 e-bike? Would y'all rather see me in a Hummer than on a Class 3 e-bike? Why is it that these Vehicles designed for military use, these vehicles that weigh tons, damaging our bridges, are allowed on roads, but a Class 3 e-bike that weighs around 75 pounds or less and tops out at 25 miles per hour is not.

I cannot support Intro 244 or 2361 because I worry that it furthers inequity in this city and it takes away a tool for addressing the climate crisis in our city. If you all want to improve infrastructure, build a protected and connected network of bike lanes, build fast and free bus lanes throughout the city, build wider sidewalks, and call it a glideway so that no matter what method of transit New Yorkers use, they can glide to their destination safely.

Thank you. Thank you very much, and I encourage you to come to our October 27th hearing where we will talk about the dangers posed by cars. Next.

Hello, my name is Alan Gamboa. I'm a district leader and community board member from Bushwick. I've lived in New York City for over 20 years, and I've been hit by cars 6 times— twice on a bicycle, 3 times on moped, and once on foot. On all of these occasions, I was moving defensively, cautiously, and in full compliance with the law.

Most recently, on June 1st, I was struck while riding my moped by a driver who decided to make a U-turn from the curbside without checking if the street was clear first. I fractured 5 ribs and my clavicle and tore the labrum muscle in my shoulder, injuries I'm still recovering from. I accept these risks, though I shouldn't have to, because I believe a better world is possible.

But I'm feeling a massive disconnect from a lot of the talk that I'm hearing today. Replace the word bike with car, and I agree with everything Councilmember Palladino said earlier. Car companies have taken over NYC, and cars are causing carnage on our streets. To some in this room, Car violence is invisible or must just feel like a baked-in, inevitable ingredient of modern life.

But it doesn't have to be that way. New York City existed for hundreds of years before cars and will continue to exist for hundreds of years after cars, inshallah. But there is no safe way to drive. Every car on the road reduces the freedom, health, and safety of everyone around it. Cars directly cause 1 million deaths around the world each year, including 45,000 Americans, Which is the same as guns.

In New York City, cars kill around 250 people and injure tens of thousands, just directly by driving, all of this. This is not even including the vast destruction from air pollution, climate change, and wars of oil and empire, like what's happening in Iran right now. When is the hearing for the car crisis? Where is this energy for Vision Zero and eliminating all the violence caused by cars?

I believe it's a misuse of limited time and resources to be— to be focusing this disproportionately. on the road users that are causing a tiny percentage of the crashes. We're just tinkering around the edges with things like e-bike registration, which are not going to result in safer streets. We know what results in safer streets. That's better road design, that's bike lanes, that's a 20-mile-per-hour speed limit, and thank you for your time.

No, thank you, and as I mentioned earlier, we noticed the hearing this morning for October 27th to talk about the city's Vision Zero initiative, so I'm expecting to see you there too. I'll be there. All right, this panel is excused.

All right, we have Ed Kasabian, Allison Valentine, Antonio Rosario, Julia Linder, Angelica Saavedra. All right. How many folks do we have here so far? 2. All right. We're going to call up more names. Corey Fusia. Kari Fusia. From Drum, Kazi, my apologies. Alex Gregor or Gregor. This is James Burke, 33496 92nd Street. Chorish Wald, or Chorish Wald, 311 L Street.

Janet Lith. Eric Richardson. Joe Cianci. Michael Riley. Is that you? That's me. All right. I have space for one more. Alex Barrett, come on up. I speak French. You can speak in French. Yeah. Okay. When— but I think I'm going to start off with the person to your left first. And again, as a reminder, folks can speak in whatever language they choose.

The testimonies will be all translated to English, beginning with you. Okay. Bonsoir à toutes et à tous.

Je m'appelle Elhaj Badi et je travaille comme livreur à New York. Je suis ici aujourd'hui pour exprimer mon opposition au projet Intro 2361, Intro 2585. Et intro 986. Can can we please? Can we give can we give the? Can we start them at two minutes again, please? You can you can either start all start over or start wherever you'd like.

Okay. Je m'appelle Elhaj Bari et je travaille comme livreur à New York. Je suis ici aujourd'hui pour exprimer mon opposition au projet. Intro 2361, intro 2587 et intro 986. Je souhaite également faire part de mes préoccupations concernant la manière dont la Ville répond aux problèmes que les riverains rencontrent chaque jour dans nos rues. Au lieu de s'attaquer aux vrais problèmes auxquels nous sommes confrontés, La ville envisage d'envoyer la police pour nous donner davantage de contraventions et nous confisquer nos vélos.

Ces propositions pourraient également rendre illégaux des vélos électriques qui sont actuellement légaux et donner aux applications de livreurs la responsabilité de notre sécurité. Nous savons tous que les applications de livraison ne se soucient pas de nos de nous. Nous avons besoin davantage de pistes cyclables protégées. Nous avons besoin de stationnements sécurisés pour les vélos. Nous avons besoin des meilleures protections contre les désactivations injustes de nos comptes.

Et oui, la sécurité nous tient au cœur. Nous voulons nous aussi des rues plus sûres. Mais ces projets de loi ne régleront pas les problèmes auxquels nous sommes confrontés chaque jour et ne rendront pas les livreurs plus en sécurité. Nous avons besoin des vraies solutions, des solutions qui protègent les travailleurs, améliorent nos rues et rendent la ville de New York plus sûre pour tout le monde.

Merci. Merci beaucoup.

Next. Bonsoir. Je m'appelle Alpha Ibrahim Diallo et je travaille comme livreur à New York. Je suis ici aujourd'hui pour exprimer mon opposition au projet Intro 2361, Intro 2587 et Intro 986. Je souhaite également faire part à mes préoccupations concernant la manière dont la ville répond aux problèmes que les livraires rencontrent chaque jour dans nos rues. Au lieu de s'attaquer aux vrais problèmes auxquels nous nous confrontons, la ville envisage d'envoyer la police pour nous donner davantage des contraventions et nous confisquer nos vélos.

Ces propositions pourraient également rendre illégaux des vélos électriques qui sont actuellement légaux et donner aux applications de livraison la responsabilité de notre sécurité. Nous savons tous que les applications de livraison ne se soucie pas de nous. Nous avons besoin de davantage de pistes cyclables protégées. Nous avons besoin de stationnements sécurisés pour les vélos. Nous avons besoin d'une meilleure protection contre les désactivations injustes de nos comptes.

Et oui, la sécurité nous tient à cœur. Nous voulons nous aussi des rues plus sûres. Mais ce projet de loi ne réglera pas les problèmes auxquels nous sommes confrontés. Thank you. Next. Merci.

Good evening. My name is Antonio Rosario. I'm a lifelong New Yorker, born in the Bronx, raised in Brooklyn, and yes, I waited my whole life to watch the New York Knicks win a championship. I'm here today to stand in solidarity with the deliveristas. These workers are delivery workers, just like many of us. They are out on the streets every day, working hard to serve our communities and put food on the table for their families.

They are workers who deserve to be treated with dignity and respect, and we We have to recognize something important. Many of these are immigrant workers. They came here looking for an opportunity to work, provide for their families, and build a better life. They should not be forced to pay financial price for the problems they did not create.

We also need to recognize that companies like Uber, DoorDash, and Amazon have in common. They continue to put workers and communities against one another while getting rich from the problems their own growth has helped create. They shift the blame onto workers instead of taking responsibility for the systems they build and infrastructure problems that they have created. Thank you.

And we should be careful about solutions that bring these workers more interactions with the police. The answer to a problem affecting working people should not automatically be more policing of working people. We need to listen to the workers themselves. We need to stand with them. And most importantly, we need to work with them to find solutions that actually work for the people out there doing the job every day.

I know firsthand how corporations find ways to exploit workers. I've spent 32 years working in the construction industry. Years as a Teamster. I've seen how companies change the rules, reorganize work, and put more pressure on workers while trying to make more money. That's why solidarity matters. Whether you're driving a package car, delivering food on a bike or a scooter, working in a warehouse, or making deliveries anywhere in our economy, we're all workers.

When one group of workers is pushed down, it affects all of us. So today I'm asking you to listen to the deliveryistas, stand with them, and work with them. The people who do the work every day must have the power to shape the decisions that determine their lives and livelihoods, not just a seat at the table, but a real voice and a real say.

Thank you. Thank you. Thank you. Thank you. He's doing the self-clap. Next.

My name is Joe Cianci. I've been a cyclist since I was 5 years old. I've been a commuter on a cyclist since I was 18, and I've been working as a delivery worker as a cyclist for the last 40 years. And what I've seen in the last decade and a half is the evolution of the e-bike. I remember when it was just one guy sped right by me, didn't even hear him.

And now these e-bikes have evolved and become— they're like monster machines. They're like They're super speeders. And a lot of these e-bikes have 2 batteries. Even the so-called legal e-bikes, Class 3 vehicles, like Wiz e-bikes, Class 3 vehicles, they also, they're 25 mph, and they're used by all the delivery workers. Thing is, why aren't they responsible for their own actions?

Why are you putting the onus on the delivery companies? They're the ones who made the decisions to buy the e-bikes. Thank you. and to break the laws with them. In fact, Department of Transportation Alternatives could basically do my testimony for me because they redesigned the streets for delivery workers' legal behaviors. They run red lights, they go the wrong way, and the thing is that they made the infrastructure two-way bike lanes to legalize wrong-way bike riding.

They made the— they widened the bike lanes to accommodate the speed. Thank you. So then in other words, the only people responsible for making the streets more dangerous are the delivery workers who choose to speed and break the laws and the government for enabling behavior. And the thing is, all e-bikes, every e-bike, there is no distinction. They all have motors.

They're all motor vehicles and they should be regulated by cars. They all go fast. And 20 isn't just plenty. 20 can still kill a person. I mean, the thing is, all these bills, 23 bills, they're irrelevant. The thing is, like, Priscilla's Law would actually work out the best. Thank you for your testimony. Next.

Just come up on stage. Hi, my name is Michael Riley. I live in District 9, and I commute to your district in Morningside Heights where I work by bicycle, and I biked down here today. I shaved my beard the other day, so I'm not one of those bearded guys, but I am a volunteer and a cyclist and unpaid, and I want to thank you, Mr.

Chair, and the council members who are here and all the staff and the sergeants at arms and everyone who testified Before, and thank you for this opportunity. I am in strong favor of intros 244 from Council Member Hudson, intro 988 from from you, Council Member Abreu, intro 985 Council Council Member Abreu, and intro 950 from Council Member Schulman.

I am in favor of some slow, thoughtful rollouts of regulations on micro mobility vehicles. I feel that we lost an opportunity. 6 years ago, or whatever it was, when the sweeping regulations came in to approve e-bicycles, e-bikes, motos, scooters. You know, we began the conversation today with the sad, tragic death of the person just outside of City Hall here a few weeks ago, and I heard it was referred to as an e-bike when that person was on essentially a motorcycle that just happens to be electric.

So I think that we need to carefully look at all of these classifications applications and allow for our citizens who do have transportation issues and need electrical assistance. I pedaled here. I pedaled the 7.65 miles averaging about 10 miles per hour. And I pedal every day, you know, more or less, you know, 250, 300 days a year.

Only extreme snow and ice will keep me off the roads. But I do feel that we need to carefully regulate the electronic vehicles But I also believe, and it's been just addressed in the last couple of minutes here, that we really need to look at the bigger picture. The people who were hit by e-bikes and motos and various things, they testified here because they weren't hit by cars.

Thank you for, for your testimony. This panel is excused. Aliu Barry. Arnold Handler. The panels are a little mixed now. Daniel Solo, Solao, Solo. Daniel. Roxanne Delgado. Amadou Uzi Barry. April Herms. Didn't April testify already? Yeah, she already testified, right? Yep. Muhammad Rahman. I think we tried saying that earlier too. Muhammad Rahman. Muhammad Rahman. R-A-H-M-A-N. You could just send them this one.

All right. Amadou Oury or Uzi. Amadou Oury. Amadou Oury? Amadou? Mamadou Boy Diallo. Mamadou Boy Diallo. Pity Ndi Ndi. You sure? Alfredo Palmer? Palmar? Alfredo Palmar. Okay. Mamadou Barry? Mamadou Dizouma Barry? Not here, right? Okay. M.D. Farouk? Omar Farouk already went, right? Okay. MD Azraful Islam. All right. We have space for one more in this panel. Elhad Diallo.

Elhad. Is Elhad here? Okay. Mamadou Talibe Sow. Marja Latso. Am I pronouncing this correct? Okay. Irbal Hussein. Irbal Hussein. And by the way, I just want to recognize, I know that there have been a lot of workers that have joined us today that probably had to go back to work, which we understand. And we're— you know, I know that they had to sit through very long hours.

So I just want to say I'm grateful that you were able to come by today, even though, you know, a lot of your members weren't able to testify. I'm very grateful that you're here. Cheklo Nane. Cheklo. It's C-H-E-I-H. Chek. Chek. So, Ibrahimo Diallo, this person, we believe this name already testified, but I think we had it in here twice.

Just wanna make sure there's not another person. There's many people with the same name. With the same name, okay. Ibrahimo, no, we, yeah, I know, we've noticed that today. There's a lot of Diallos in the room today. Ibrahimo Diallo? Yes, sir. Okay. Mamadou Diallo. Mamadou Thiam. All right. Abdullahi Foyla Diallo. All right. Bambo Kar, sorry. All right.

I think we have a panel. We have a panel. All right. We may begin with with you, and you and again to a reminder to the panel: you can speak whatever language you prefer. Doesn't matter. I'm good. Ready? We're ready. Yeah, hi.

Hi, my name is Alpha Ba, and I'm a delivery worker in New York City, and I'm a member of Los Delivery Unidos. I'm submitting this testimony to say how easily our company can destroy our workers' livelihood With a single automatic click, and why we desperately need real protection. And indeed, constant harassment and overpolicing on our streets. On a Sunday, I accepted an order, but the box was simply too big to fit inside my car.

I canceled the order directly in the app without calling Uber support to notify them of the volume issue. Unfortunately, That same day, I received 3 consecutive large orders from the exact same Home Depot. Because my car is small, none of them fit, and I had no choice but to cancel all 3. After that, no more deliveries were sent to my area, and I ended my shift.

The next day, I woke up, checked my phone, and I discovered I had been completely deactivated. I was doing a great job, constantly working under intense pressure to meet the app with its delivery timeframes, while simultaneously trying to comply with city regulations and traffic rules. Yet, when the algorithm flagged us, we have no real protection against arbitrary deactivation.

We can't appeal. but our cases are handled by automated systems or reviews who never give us a fair chance or break to prove our innocence. Furthermore, we do not need more policing on our streets. Workers have already had enough, enough to receive profiling and constant surveillance Thank you very much.

Next. You can stay seated. Thank you. Hello. I put my text in French, but I'm going to speak in English, to read in English.

So my name is Barry Mamadou. I'm a delivery worker. I'm going to talk about 3 things. Prevention, politics, and business. I was told that prevention is better than cure. I find it striking that policymakers have chosen to cope with a problem, one that some citizens view as an issue regarding a specific group, that's delivery workers, while turning a blind eye to others involved, that vehicle drivers, Citi Bike users, and the app owners themselves, especially the main actor.

We delivery workers are in such a pitiful state that sometimes I tear up looking at our situation. We are vulnerable. We could easily lose our life, because if a car hit us or we hit a car, we are the ones that are at the mercy of an impact. We have children and families relying on us for survival.

We risk our lives in the cold and snow, regardless of the weather, to survive and serve the city citizens. And as we also taxpayers, while paying our own tax, with our hard-earned money, we pay for the bikes that serve as our livelihood asset that pending laws threatening to confiscate, effectively punishing us. It's a core without prevention. Business.

They say the customer is king in concept I studied at school, uh, and the app applies to us. They set strict time limits for food delivery. Missing them leads to penalties, potentially even deactivation from the app. They show no concern for the delivery worker's life or for the pedestrian who might be struck by a worker under extreme pressure.

They disregard the risk of bike confiscation or policy fines, penalties that can jeopardize the asylum status of many workers. It is all about money and the customers. Thank you so much. Thank you.

Next. Sorry. Evening.

My name is Roxanne Delgado. I reside in the Bronx at Pelham Parkway. I'm a founder of a park advocacy group, Friends of Pelham Parkway. I'd like to say that I was here since quarter to 10:00 a.m., and the fact is that I did hear Councilwoman state that she wished we had a separate hearing for e-scooters in parks, because that's a large, large issue going on in our parks.

Regarding e-scooters, it was introduced to the Pelham Parkway in the northeast side of the Bronx in 2021, and it hasn't replaced cars. What it has replaced is walking and cycling, and it has underage children of our community riding them and not only endangering themselves, endangering— The pedestrians. The pedestrians and cyclists and people who are trying to enjoy Pelham Parkway.

Pelham Parkway has been a sanctuary for us during COVID-19, during the heat wave. It's been a refuge for people. And to describe Pelham Parkway, it's a large immigrant population of Mexicans, Dominicans, Albanians, Asians, and people from the Middle East. So if they are the breadwinner, not only for the, for the family that reside with them, but for families overseas, most of them don't have healthcare.

So if they're injured by an e-scooter, then there's not only if they will be injured, the people that rely on them will also be impacted. I say this because I understand people who ride e-scooters, but I like to say that in the local precinct, they don't enforce anything. They can't enforce e-scooters. Why do we hand our public space to corporations who don't even pay for the use of our public spaces and endanger us and this There's been injuries, but NYPD does not collect the data, neither does DOT, because they're not licensed.

And the most incidents in the hospitals, Jacobi and Northeast Hospital, they say a lot of injuries arise from e-scooter incidents. Also, in the local precinct meetings, council meetings, the most top complaints are noise complaints and e-scooters. They impact our quality of life, enjoyment of our parks. So I hope you really look into this case. Thank you very much.

Next. Hello. Amin Muhammad Ashraf Islam. Amin Muhammad Ashraf Islam. Can you start his time over again, please? Sorry about that.

हमारा नाम मोहम्मद अशरफुल इस्लाम। हमें न्यूयॉर्क सिटी तो एक्जाम डिलीवरी कर्मिशा में कास्कुरी। हमें आज एक हने तेश एक छुट्टी फुसुश शाताशी 9868 बिरुद्धे बीरदीता जानची इश्यू थी। एको शंघे आमादर रास्ता है। पोते दिन डेलीवरी कर्मी रहे। जेठ शमशर मुखमुखी होचन, शेगुलो पोती शहर को तिपक्का जेबाबे पोती किया जाना चाहता नहीं आमी आमार उद्भव पक्ष करते साई।

अमराजे बास्तव शमशर गुलर मुखमुखी होछी, शेगुलो शमादन कर और पूरी बढ़ते। शहर को ए पास तब गुलो बट्ट माने बोइडो बाइक के और बोइडो करे तुलते पारे अबंग अमादर नहीं रफ्तद दाई तब डेलीवरी ऑफ ऐप्स गुलो हाथे तुले दीते पारे अमुरा शवाइजानी डेलीवरी ऐप गुलो अमादर नहीं ऐसिंता करना अमादर आरो शुरू कितो बाइक लैंड दरकर अमादर आरो नहीं रफ्तद फ़ाइल पार्किंग दरकर आरोहा अमरा निरपतर बेफर सिंधगरी अमरा जख्म रात्रि कास्करी तखन ओनेक पीपल आमादर के अटैक करे वहीं निरपतर पुलिस अस्तस्थ देखा था तारबीत्र अमरा ओनेक मारिखाई अब आमादर के ओनेक निजजतन कर रहा है न्यूयॉर्क सिटी थे रात्रि अंधकार मारिखाई अमरा रास्ता शुरू ही तक पुलिस पर है वन आवर पर तो स्नो बिस्टी रेन स्नो डेंजरस सिचुएशन है एक मतलब डेलीवरी मैन रहे न्यूयॉर्क सिटी के शब्द ये था कि एक हम ऑन एक वाटरप्रूफ से डेलीवरी मैन रहा होता है 19 डॉलर बाद 20 डॉलर 20 डॉलर हर माध्यम में ये सिटी के शब्द है सर्विस है गुड सर्विस ओनली डेलीवरी मैन एंड अदर पीपल आप समटाइम तादर मनिजोते कॉस्ट शॉप कॉस्टर भी नहीं हुए, तरह कास्क करे, तरह कस्टमर सर्विस दे कंपनी के एवं गुड सर्विस दे।

थैंक यू, दोनों बात। थैंक थैंक यू वेरी मच।

नेक्स्ट। हेलो, गुड इवनिंग। आई एम मोहम्मद मानी हुसैन। आई हैव बीन डेलीवरी इन न्यूयॉर्क सिटी। More than seven years, I ran from my house seven miles to come here to share my experience, my delivery life. But the lack of time, I cannot share my all things to you guys. I I want to say saw a lot of things, but I see my senior citizen community.

He come here and they they bring lot of picture. And they, they show their feelings, but they don't feel little bit sorry for us. This community, some people, those people come here today, store, even the delivery company, because they are giving us little time. Their rules and regulation, the one they're giving us, Is not in the app's rules.

They are giving us less time, and like they gave us, they're giving us 30 minutes to go in the store, and we wait in the store more than 20 minutes. That's how we need to sometimes we need to escape one way. Sometimes we need to drive by sidewalk because of the apps giving us wrong time. It's not good enough time.

If we are not follow their time, they reduce our rating. And that's how I lose my 3 apps. I lose my DoorDash, I lose my Uber, I lose my Grubhub. Also, I got accident 4 times. One time I almost die. Thank you very much for your testimony.

This panel is excused, and just want to let folks know, obviously there's a Hispanic Heritage event taking place next door, so I promise I can hear you, but I understand that could be a little disruptive to the proceedings. But I can hear you, I promise. Next up, we have Alpha Mama Dewberry. I also have Alpha Barry. Alpha Barry and Alpha Mama Dewberry, okay?

We have Elhad Usman Barry, Mamadou Samoussi, Al-Hussein Ba. Antonio Martinez. Sorry, I know you've been waiting a while. Usman, Usman, Usman Ba. Chakuna Sanki or Sank. The spelling is C-H-E. I K H O U N A. First name, last name S A N K H E. Bubar Sar. This perfect. Oh, Kande Diawara. Great. Check. C-H-E-I-K-H? Yeah. What?

Cheikh? Okay, so yeah, he's there. Mamadou Barry. Again. All right. We have space for 2 more. Is that it? Glenn Balofsky and Brooke Balofsky. And I believe this is the last panel that we have, but if you haven't Please fill out an appearance card and I'll get you in the next panel, okay? Anyone else who's here to testify but we haven't— if you haven't heard your name, please fill out an appearance card.

Um, and if you filled out an appearance card and for whatever reason we don't have it, our apologies. Uh, we'll begin the with testimony to my right. Sorry, and by— let me just clarify in terms of the last panel, I was referring to last in-person panel. We still have folks waiting on Zoom, but I'll start with you.

Okay. Okay. So, good evening. The fellow chairpersons this evening, Shawna, Sean, Phil, and I see Harvey left. Sorry, sorry, let's— can you please start the time over and let's try to keep it down in the committee room?

Thank you very much. Okay, good evening everybody. Mr. Chairman, Ms. Chairman, Councilman Wong, and I wish Harvey was still here, and the staff and central staff, thanks for organizing this Very important meeting tonight, very important. I want to say my name is Glenn Belofsky. I'm a born and bred New Yorker, very proud of that, and I'm very proud to be here honoring all of the immigrants who are working very hard.

I'm the grandson of an immigrant. I'm the son of a fruit peddler. I made deliveries by bicycle. I made deliveries by foot. carrying caseloads of fruit on my shoulders when I was a younger guy. Yeah. I made deliveries by car, by van. I even jumped out of a van making a delivery back in the day. None of this is funny.

These men have hard work to do, but we have to protect ourselves first. The children walking across the street, the average person going to work, Just trying to make a living. There has to be some accountability, safety. None of these men who work hard want to see any of their family members get hurt by anybody, and then that person not be able to take care of that person who got hurt.

They're all respectable and responsible. The people who are not acting responsibly, those are not these men. Thank you. Those are the companies who need to be reined in. What also has to be reined in is DOT and DOF and PD, NYPD, who are not enforcing these important rules and laws that our electeds have worked so hard to put on the books.

So we have to get the police department to enforce the rules. We have to get DOT to assist them in enforcing the rules. And also, we have to get the Department of Finance to stop giving out billions of dollars in discounts to Amazon, FedEx, and UPS, and these kind of companies, while making double parking deliveries and creating congestion and pollution.

Thank you very much. Thank you for the opportunity to speak today. You got it. Next.

Hi, my name is Brooke Belofsky. I'm a disability rights advocate who lives in Manhattan. Thank you, members, central staff, and district staff Thank you, Mr. Mayor. Thank you, Mr. Mayor. Thank you, Mr. Mayor. Thank you, city staff, for your help and taking the time to hear me speak. First, pedestrian safety is paramount. Because safety is paramount, I would like to discuss transportation within the disability community and making our streets safer for our community.

Unfortunately, there are too many trucks double parked throughout our community, causing congestion, blocking our bike lanes, bus lanes, crosswalks, and accessorized vans. When trucks block bike lanes, it creates another dangerous situation. Cyclists are forced out into the traffic, and people with disabilities are often forced to navigate around vehicles, bikes, and other obstacles in place that should be safe and accessible.

This is creating streets that are unsafe and difficult for our disability community to navigate. 1141/2018 is the fix to this problem. We should stop companies such as Amazon, FedEx, and UPS from getting discounts to double park. Our streets should not be designed around making it convenient for large companies to double park while everyone else has to deal with the consequences.

We need to keep our bike lanes, bus lanes, crosswalks, and access points clear and safe for everyone in our community. Thank you for your time and for listening. Thank you. Next.

Thank you. Hi, how are you? My name is Bubakar Saar. I want to speak my language. My language is the Fulani. Can I speak Fulani? Yeah, you can. As a reminder, let's start the clock over again. You can speak in any language you'd like to speak in. Okay. Bon harai, mehuri ke fo kori derokong. Merlandi ke sefohinwa e jam, mede welturi heutugol amendo e notande fi kuyo iture goleji ko meoni gollute kaledi doko harai rundo weltini memotya.

Harai kowatende rundo mede welturi goleji ko mehepiga ko mede welturi e wundugol kaledi do weltande mola nande kofanda e modu. Harai, kono gollefounu wo di koyoitori e sateendeji koontiki heb atandertong, be le mmari sateendejisera di koyoitori e di do golediame. Notawa edunlong, menenkome wonpe wa the delivery na pana yimpe nyameteeji ka pe nyamatakong ka biroji mappe ka tiodi mappe e le eji ka pe one dumfung mensupata ka mennabatadong ka ka pe yamerime yo mennabuoko don mennabata.

Donk hara mebelto le dundong. Kono harai no wo di satende ko itiribao dundong. Nota wa edung, he behaugin demeyo mennakunyametegili. He nae birome woni gollule kakayasi. Se behaugin imeng, harai no woni riksmola nado paske kakayasi me woni. Yembe beno hewi ende dosare otojele no hewi. Lo moto o jiding e be lo jiding no hewi. Donk harai. Ku sime wa i dweyi miwa wa hisu de mi hi sina ve mi fota ta emudumbe mi hi sina ko mi na patakong.

Ku no sime ha wu cinama, ella wa dayi eko mi na patakong ene mi na pirtanong. Harai nundunfu no ta wa hi sonjaji ku le ko mi njoki kong. Donk sime nenneke ku u ri e fandude ve ku payi application ya mindyangu ve yi nameri nevi ndzenyama etheo. Harai ku nundununu wuni u ri de sonjile mi eko mi wuni na u de kong.

فاسكيه دا حوجي يين بينو رودي كوي ماسي وندى هراي ولا تافي هراي سمين هبي كوللي تومين افي واتابيكوب ابلكاشن جامدين دونو بلا من موتيا بيدوي تانا من حوجي ريجدين ايه جول ليجدين السلام عليكم. Thank you.

Next. Buenas tardes. Thank you, Oswald Feliz. Hoy estoy aquí para hablar un poco de mi preocupación como trabajador deliverista. Mi nombre es Antonio Solís. Más que nada con la intro, 2361, 2587 y 986. Mi preocupación es más que nada, ya que los trabajadores hoy día están siendo desactivados injustamente, ya que las aplicaciones están tomando represalias porque ganamos el pago mínimo.

Las compañías hoy día no te castigan por ir rápido. sino que te castigan por ir despacio, por tomar tus precauciones. Ellos quieren que vayan súper, súper rápido para entregar las comidas y no te paguen el pago mínimo que muchos de los trabajadores inmigrantes de West África, Bangladesh, mexicanos, latinoamericanos, nos lo merecemos y nos los hemos ganado. Muchos trabajadores han muerto, han sido lesionados.

Porque la compañía les dice, ve rápido, entrega las comidas rápido. Uber te entrega una promoción que si no entregas esas promociones rápido, te desactiva. Eso se tiene que acabar. Las aplicaciones hoy día tienen que tomar en cuenta que no somos robots, que somos personas, que sentimos cuando nos caemos de la bicicleta porque vamos rápido. Esas aplicaciones tienen que hacerse cargo de los accidentes, No solamente los que van en la banqueta han sufrido accidentes, también los trabajadores de liberistas hoy día.

Y yo creo que merecemos respeto, merecemos que esas compañías que generan millones y millones de dólares todos los días paguen las consecuencias y no nos desactiven por ir despacio, sino que nos premien porque respetamos los semáforos, porque vamos bien, no vamos en contravía. Y hoy se tiene que acabar, y esas aplicaciones tienen que parar de presionar a las personas, a los trabajadores, a que no vayan rápido.

Gracias, Antonio. Gracias por regresar el tibe. Of course. Next.

I'm gonna speak his soninke. Sorry, don't start his time yet. Can you get closer to the mic? Ponle el micrófono más cerca, por favor. And as a reminder, you can speak in any language you prefer. Yeah, I speak Soninke. Ah, or lengi oru ro kontunya batenga todas atege sine ama unyimeam. Yeah, ama unyimeam. Ora unyira mistake nyira wariya honnetane sine ro hoyibara unyini.

Oru ro kenya bateng lengi. Ah. और क्या बातें हैं मामू जी? Yeah. Take take your time. और क्या कौन तो आवाज़ दिलेंगे कि अम्मू जी उन्ता तू ही बेगई और किरारू कौन तुम बातें हैं कि हमारे बारे कि था उन्ता Yeah, thank you. All right, well, thank you so much for for your testimony today. This panel is excused.

Our last in-person panel, Dama Diawar. Come on up. Imran Davon? Imran? Or Imran? This is spelled I-M-R-A-N. Imran? Not here? He's not here. I believe this person just filled out an appearance card too. Mama do Diallo, come on up. MD Mustafa. Mustafa? MD Mustafa? Is he— doesn't want to testify? Oh, is that Muhammad Saleh? Yeah, Ceru. Yeah, come on up.

Are there any members of the public who are here who have not yet filled an appearance card who would like to speak? Yes. All right. All right, this is the last in-person panel. You're gonna close us off like Mariano Rivera, right? Go ahead.

Good afternoon. I speak my language, Toubou, but my English not very well. That's great. Can you please restart his time? And you may speak any language you like, of course. Okay. Tanda unoka arterdra problem Uber, DoorDash, GrabHub problem tidri terdre. Uber sana watara kanyindaga namreher mendrijiki, lakin ama kilia respekwo lididini. Uber, miskir atidir hangongo direktema an diziktas sesio.

Tanda, ouvert m'leg farad hermandro dakar. Problem ni rusta ni kilia. Ou avec les lois, nous avons une vision de travail avec les lois. Ou encore, miskile belo ngayé kilia gnag farad inedakardi. Et l'agglomération nous a offert notre travail. Mais Uber, indirectement, désactivé, j'ai accueilli sa galantie de gendarme. T'es, t'entends courir en anglais qui? Miskine, ma drome ronde, t'es non au Dakar.

En tout cas, richinga, en fait, richinga, faut entrer coco. T'entends là, coucou, on tient dans les hermandades au Dakar. T'es reno, une curité de dit. T'es fadero d'agre. Tanna ono miskile ouvert utari. Ouvert nono, mi mi papier et tout c'est illégal. Mais il a dit que moi il m'a envoyé bac nachak. Moi j'ai monté Mon papier tout.

Ils ont dit que c'est faux. Je ne sais pas. Je ne sais pas. C'est ça que mon problème. Pour cela, thank you. Next.

Hello, good evening. My name is Dama Jaura. I'm speaking my language. सोनी के लिए रेलेंगी दो ऊबेरे के बारे ना बते, ना सबाब इडिंग कोंटुन्ते गए। वो उन कोंटुन्ते के साथ सारी सीनों ही लिबागा, बोन्ना गवाना गोली उड़ोनिया दी। वो कोताबाने वो आहो इंटेनी गोली सुखबंगा, या गोली सुखबंगा वो न्यांका हल्ले Ida koina ntinkontuketi sorohile yangolita. Bonke gakebeta dinimme bane yangolini nkontunga, nangaba golini uronyadimme akota ngoli sugubanyeng.

Bo ngoli hale idinkontukete ge apere o digirime, o dise ge bo ida koina ntirho inkontuketi sorohile yangolita. Ah bo kenya sabawuni ngarido. Abatenga, bonga munda ni koro okuni koro kumunya wa munda o kontinu nga o jike ni kontinu ku ba ni ya hi wa munda bo dema ni nga khitero khileswi a ka no dema o kontinu ku ka active na mokoveko keni u beriha nkerihi meni na u beriha xirhondi wa khehani.

Thank you.

Next. Je m'appelle Mamadou Diallo. J'ai fait le delivery pendant 5 ans à New York City, ici. L'incident qui s'est passé au Central Park, lorsque le homeless a attaqué le petit au Central Park, ce jour-là, c'est moi qui avais sauvé le petit. NPID est venu me prendre, on est parti chercher le homeless. Le homeless a gâté mon vélo jusqu'à présent.

Je suis parti à la police, la police m'a dit ils vont me rembourser $700, ils n'ont pas fait. Et je suis parti, le procureur m'a interviewé, toute la télévision de New York a parlé sur ça. C'est moi qui avais sauvé le petit là, la nuit là. C'est vous qui avez sauvé le petit? J'avais, j'ai vu votre mesure que vous devez prendre contre les délivrés ici.

Nous, vous ne savez pas combien de fois nous tombons dans les vélos, sur les vélos là pour vous donner le manger. On donne le manger aux malades dans les hôpitaux en plein froid. Pour tous, vous êtes dans les maisons, on sort, on fait. On risque notre vie pour ça. Donc les mesures que vous avez prises là, c'est pas des mesures.

Vous devez nous accompagner, nous accompagner sur tous les plans pour qu'on puisse faire nos travaux, pour qu'on puisse faire nos travaux. Nous, nous sommes là, nous risquons notre vie pour vous dans les bureaux, partout. Nous montons vers les 5e et 7e étages. Sans ascenseur, nous montons, nous descendons. Nous descendons au moins deux fois, trois fois par jour dans les escaliers.

Donc si vous prenez les mesures là contre nous, c'est pour nous, c'est pour nous, c'est-à-dire c'est pour nous punir. Si j'ai à dire, c'est ça que je devais vous dire. Voilà. Merci beaucoup. Merci beaucoup.

All right. Seeing no one else in person who wishes to testify, is that right? All right. This this panel is excused. You're good. I'll call up anyone else after. And now for for sure this is the last. Okay. No, it doesn't have to be the last one. It doesn't have to be. No, really. All right. Let's try to keep it down so the panelists can speak.

All right. You may begin.

Amanah Muhammad Imran Dawan. I'm in New York City. सिटी एक्जाम डिलीवरी ड्राइवर एवं इंश्योरेंस अमीर शंप्रदाय उबर इंश्योरेंस जोरितो शुरू करें सिटी चिल्लामर एकमत्र आयड उश्वर और एवं शुरू थे कि आमिर डिलीवरी कोर्मित्र पोती दिने तो ना ना चापे मुखा मुखी होए सी अनेक समय प्लेटफॉर्म में भारी ट्रैफिक बा अन्ना अन्ना पूरे सिटी विवेचना ना करे रेस्टोरेंट पोषणर जन्नो खोप कम समय दाएं एते अकाउंट ओजीबिका रखा करर जन्नो चाल चाल चालक देर दो तो एवं कोखनो कोखनो उन्हें चापर मुख्य पढ़ते होए।

आमी बीस्टी तो शरबत एवं उन्नोन्नो कोठिंग आवहवार मध्यो कास्कोरसी। एक दिन बीस्टी मध्य आमी डेलीवरी को रश्मि हो, दुर्घटना शिकर होए तार परो आमी शमाई मतो ऑर्डर पोसे दे। किसी दिन पर उबार ईट आमा के जाना है आमा अकाउंट न कि अकाउंट आमी शेयर शेयर कोरसी किंतु हमी को खोना अकाउंट और न करो शायद तो शेयर कोरी नहीं।

हमी ए पूजन तो उबारे अपील कोर से चार बार कुना फला-फल हमी पाई नहीं। धन्यवाद। Thank you.

Next. M.D. मुस्तफा कमल। Make sure the microphone is on। हाँ, M.D. मुस्तफा कमल हमी प्रायद्वीप कुछ है। अमित प्राय दरबोचर दुरे न्यूयॉर्क सिटी थे डिलीवरी हिसाबे का स्कूट्सी। अमी WGP एवं LDU एयर एक्ज़ुशन शोधश्रम। अमित प्राय दरबोचर एर दुर्दशेश्वंगे का स्कूट्सी। डिलीवरी दावशों में उन्हें खेतरे कंपनी आमादर खूब और पशुओं में मुद्दे ऑर्डर पूछे दी थे चाबदे।

बीच चीतु शरपद बापो चुन्दो ट्राफिके मुद्दे ओ द्रुतो डेलीवरी कोरा आमादेश जोन्ना झुकी पुन्ना और नक्शमा कंपनी आमादेश शमुशर कोथर नाशुने बाइलोशन दे आमाद दूरदर्श अकाउंट कुनो पुरुष कर कारण बा आगम नोटिस छाड़ाई होता बंदुकुरे दे आमरचाई निरपोत रास्ता निरपोत बाइक लेन चार्जिंग स्टेशन निरपोत काउंट बंदा ना करार विरुद्ध शुरू का। कोनो डेलीवरी कोर मीर विरुद्ध व्यवस्था ने और आगे तारबक्ति बशुनर एवं शामुशाटी बेखा करार शुजुगदाव उचित।

आमादिर कोथा शुनर्जुन्नो एवं शामुशागुलु तुलेधराजुन्नो अपना दरके धन्यवाद। थैंक यू।

Thank you so much for your testimony today. You're excused. Anyone else in person? Thank you. All righty. Thank you very much. Of course. No, no, thank you. We will now turn to remote testimony. Once your name is called, a member of our staff will unmute you and the sergeant-at-arms will give you the go-ahead to begin. Please wait for the sergeant to announce that you may begin before delivering your testimony.

All right. Isabel Huguet-Evan. You may begin. All right. Hayden Brockett. You may begin. Not on. Jonathan Suarez. You may begin. Not on. Jonathan Suarez. You may begin. George Corral. You may begin. Deborah Farley. You may begin. She's on.

Thank you for the opportunity to speak. My name is Debbie Farley. I'm a member of the E-Vehicle Safety Alliance. Priscilla's Law, Intro 802, offers a practical approach to improving safety on our streets and sidewalks. The rise in unregistered e-vehicles, e-bikes, mopeds, and scooters has created treacherous conditions with traffic laws often disregarded and pedestrian safety at risk. The sharp rise in deaths and serious injuries involving e-vehicles results from a lack of regulation allowing reckless operation without rider identification or accountability.

Pedestrians suffer the most severe outcomes. Trauma cases have increased from less than 10% in 2018 to more than 50% by 2023. Priscilla's Law, Intro A02, does not ban e-vehicles or penalize responsible riders. It requires e-vehicles to be registered with the New York City Department of Transportation and to display a visible, identifiable license plate. Priscilla's Law ensures equity and safety for both pedestrians and riders.

Passing Priscilla's Law will promote accountability. If a rider injures a pedestrian, breaks traffic laws, or leaves the scene of a crash, law enforcement and victims can identify the rider. Priscilla's Law will deter illegal and reckless behavior and support justice for victims and their families. The New York City Council is reviewing many bills related to e-vehicles. One calls for increased penalties for leaving the scene of an accident involving an e-scooter or e-bike, a measure that cannot be enforced without rider identification.

Pass Priscilla's Law first to ensure meaningful change and strengthen the other bills being proposed today. We should not accept another preventable tragedy. Thank you.

All right, thank you for your testimony. Alan Abraham, you may begin. Alan Abraham. Zahra Nasir, you may begin. Charles Nye. You may begin. Present. Hear me? Can you hear me? I certainly can hear you, Charles. Oh, thank you very much.

I'm a blind New Yorker, resident of Midtown. Just want to say I walk around with my home health aide, and unfortunately we come across bikes coming very close to us when we're in the crosswalk. So hopefully more could be done to make the crosswalks safer for people crossing. Also wondering if there's a way that Lyft, that runs the e-bike program, if there's a way that they could release any information to the city or on open data about speeds that bikes go at, just to help people to understand, you know, how the e-bikes are doing when especially approaching crosswalks.

So my main issue is the safety of crosswalks. Also, if there could be more to do with the redesign of these shared streets to really have the blind community, disability community more involved. The Mayor's Office for People with Disabilities involved also would be great if they could do more outreach and all that sort of thing. But thank you very much.

Thank you very much for your testimony. Karan Halferty, you may begin. Karan Halferty. Stephen Rogers, you may begin. Apologies, Kieran Halferty is on. Hi, good evening.

My name is Kieran Halferty. I live in Brooklyn, work in Manhattan, and I mostly get around on my Class 3 e-bike. I take bike lanes whenever I can, but in the frequent case there isn't one or it's Blocked with double-parked cars or construction or tourists or cops, I'm forced to move into the main lanes with the cars and trucks.

I use the ability to get to 25 miles per hour to keep up with car traffic and quickly pass gridlocks so I can get back to safety. And I see fellow commuters and delivery workers do the same all the time, every day. 2 of the bills under consideration today would make that a crime. This is completely disconnected from the data.

Cars cause well over 90% of the crashes and deaths on our streets, a longstanding reality that none of today's proposed legislation attempts to address. I want to emphasize that we're discussing not speed limits, but speed governors on e-bikes that physically prevent them from accelerating above a certain speed. That technology also exists for cars, but it isn't in use in New York City, and it isn't being discussed today.

Why is it an imminent safety threat for For a 60-pound Class 3 e-bike to go 21, but not a concern for a 3-ton car to go 90 if the driver is having a medical episode or just a bad day. Ask anyone who's tried an e-bike and they'll tell you they're remarkable inventions that make for a more connected, safer, cleaner city for the majority of us who don't have cars.

We can take some of the roughly one-quarter of New York City's land given over to cars and repurpose it as sidewalks, parks, plazas, and separate infrastructure for bikes and micromobility. Or we can force e-bikes to top out at 20 instead of 25 on roads where cars go 25 if they feel like obeying the limit and 90 if they don't.

Thank you.

Thank you. Steven Rogers. Just second. Steven, we can hear you. You may begin. Hello? Stephen, you're unmuted. Thank you.

Uh, good afternoon. My name is Stephen Rogers. I live in Chelsea. I'm 80 years old and a daily cyclist since 1979. The measures considered today are not enough. Regulation without effective enforcement means that the chaos on our streets will continue unabated. We have so much proof of this. Example, in April 2020, the city and the state passed a flat ban on e-bikes on the Hudson River Greenway, plastering no e-bike signs every 150 yards.

And what has happened? Today, Citi Bikes and other e-vehicles are, by my count, 65% of traffic, all flying by those beautiful signs. As to speed of vehicles on the Greenway, before this hearing, I did a study using a $150 Bushnell radar gun legally and video logging. To ensure my own safety, I placed myself behind a barrier along a slight curve where riders naturally slow down.

Now, even while decelerating for a bend, the average speed was 19.5 miles an hour, with half of all vehicles exceeding 20 miles an hour. The challenge for the council is how to create a culture of bike safety. It does not exist today. New regulations that require a massive behavioral shift by an entire population with no enforcement becomes a legal fiction.

A sad joke that undermines our belief in in good government. Further, it is unrealistic to rely on the overstretched NYPD. The council should at least look to other cities, mainly in Europe, that have struggled to create a culture of safety. Repeatedly, they have found that speed limits only work when they are mechanically hardcoded at the manufacturing and fleet level, and when geofencing is used.

If European cities are seeing compliance. fail without hard limits. New York will surely have the same problem. I urge the council to supplement passive measures with structural solutions, requiring automatic software-based speed limiters on commercial and rental fleets, as well as geofencing. Thank you to the council for listening to my testimony.

You're— thank you very much. Riley Owens, you may begin. Gonzalo Mercado Cisterna. You may begin. Kiara Graham. You may begin.

Hi, my name is Kiara Graham, and I'm here to represent myself. I'm in support of Introduction 244. Class 3 e-bikes can reach a speed up to 25 miles per hour. With motor assistance, that's much faster than a regular bike, yet you don't need a driver's license or vehicle registration to operate one. My concern is what happens when you have higher-speed e-bikes in a city where bike infrastructure is not always connected.

Bike lanes can disappear, forcing cyclists to ride alongside cars or through areas with heavy pedestrian traffic. That creates risk for the person riding the e-bike and for everyone around them. I also want to clear— make it clear that I'm not concerned about the work. I'm also concerned about the workers who use these bikes. Delivery workers can spend hours on the streets completing multiple deliveries while dealing with traffic and pressures to deliver quickly.

I don't think the responsibility should fall on the workers, but we also need to look at the delivery platforms and the lack of regulation and infrastructure supporting this work. There was a Bellevue study Thank you. A study of 914 patients treated for micromobility-related injuries that found one-third suffered traumatic brain injuries and more than two-thirds were admitted to the hospital, and about 30% required intensive care.

This bill does not take existing bikes away from workers. It does not make owning a Class 3 bike illegal. It limits the sale and rental of additional Class 3 e-bikes and in turn limits the numbers of new higher-speed vehicles entering our streets. streets. For this reason, I'm in support of Introduction 244. Thank you.

Thank you so much. Jatia Valentine, you may begin. Christopher Johnson. Yeah, uh, hello? Yep, you're on mute. Yeah, uh, one second. Uh, yeah, hello, hello.

My name is Christopher Leon Johnson. Uh, thank you, Sean Brady, for doing this, um, hearing. I wanna say that I approve all bills except for Intro 2361. It's because of the fact that trying to ban something that can be converted, like the bike you see outside the Little Oyster Hub, will be impossible. So for that, I oppose that bill.

I think that the City Council, this hearing was only— I think you care, Mr. Abreu, but I think that the speaker did this hearing in bad faith and this is like no good at all, really kills the whole purpose of having like really trying to like fight for the e-bike solutions in the city of New York. I wanna say this right now that I care about the deliveryistas as much people think I don't care.

I care about them. If I didn't care, I would not be acting like this against them because you love somebody, you gotta really tell them the hard truth. And I'm gonna say this right now that the apps will retaliate against these workers once these bills go through. And what I hope that the Worker Justice Project does is that they really tell the city council to kill Intro 2361, because once that happens, I think that the retaliation won't go as far as people think it will happen.

But look, I think that going forward, none of these bills will really help solve the problem when it comes to making sure people, not only deliveries are safe, the public is safe. I think the only way that is safe is that these bikes become registered to where that we know who's using these bikes. And that's why I say that the city council should at least put Priscilla's Law on the floor today.

I know it wouldn't go through, it will die in committee, but at least you should at least sneak it on the floor. Like I said, like I said, I support the LaRustas, and I hope that Lydia Guapa does the right thing and help kill. Thank you very much. Thank you. Thank you. Thank you.

Suzanne Jacoby, you may begin. William Ferns, you may begin. William Ferns. Katie Bordenaro. You may begin. Deborah Farley, I believe, already spoke. Jody Liss. You may begin. Kate Kloby Wasserstein. You may begin. Deborah Gilbert. You may begin. Susan Stetzer. You may begin. Dimitris Kutumbas. You may begin. Dimitri Kutumbas.

Good evening. Good evening, Chair Abreu and members of the committee. My name is Dimitris Kutumbas. I am a graduate of the City College Civil Engineering program and currently a graduate student student in urban planning at Hunter College. Professionally, I work as a traffic safety engineer for the City of New Haven, where I have worked closely on the implementation and day-to-day administration of our shared micromobility program.

I am speaking today in my personal capacity, and based on that experience, I want to specifically address pre-considered Bill 2590, which would require sidewalk riding detection technology and automatic deceleration on shared e-bikes and scooters. Thank you. My concern is that GPS-based geofencing as it exists today is not precise enough by itself to solve this problem. New Haven already uses geofencing extensively to manage shared micromobility.

It is useful for managing service areas, speed zones, designated parking, and even temporary restrictions around public events where we need to minimize conflicts between riders and crowds. But we have also experienced its limitations when greater spatial precision is required. According to gps.gov, GPS-enabled smartphones are typically accurate to within 4.9 meters or 16 feet under open sky, and accuracy can worsen around buildings, bridges, and trees.

That margin matters. A sidewalk, bike lane, and travel lane in New York can all exist within those A digital boundary is not the same thing as a curb. This is particularly important when the, when the technology automatically controls a moving vehicle. A false positive could slow someone legally riding in an adjacent bike lane, while a false negative could fail to address the sidewalk riding the legislation is intended to prevent.

I should note that the operator we work with has itself indicated that they are looking beyond conventional GPS for their devices toward more precise technologies capable of better distinguishing sidewalks from other parts of the streets. Your time is up. Thank you very much for your testimony.

We have Mary Mulvihill. You may begin. Anatoly Ashraf. You may begin. President. Thanks, everyone. Thank you, Chair Abreu.

Dzonnobadz, Councilmember Hanif, and Merci pour le comité. I'm Anadol Ashraf, the chair of Queens Community Board 2, serving Sunnyside, Woodside, and LIC. Thank you to my fellow CB2 members for submitting their testimony. Speaking as a parent today, my wife and I are New Yorkers through and through. We both went to Brooklyn Tech, and at 41 years old, neither of us has a driver's license.

We are not alone. Our Class 2 cargo e-bikes are how our family gets around. I've texted this picture behind me to some of you council members. Here's my wife, 8 months pregnant, and our daughter reading Shel Silverstein comfortably. My wife biked all through her pregnancy because the bike actually helped her mobility. What scares us is cars, 10,000 times more than the illegal souped-up motorcycles and scooters.

Recently, an overwhelming majority of Queen CB2 voted to support Sammy's Law and universal daylighting. Somebody was talking about crosswalks. That's how you get safe crosswalks. Joining more than 20 community boards citywide, I urge the council to support Council Member 1's efforts in daylighting. I'm also the first Bangladeshi American community board chair in New York City. So I understand that for many American families, including our Bangladeshi bhai and Bangladeshi brothers, delivery work is a first foothold in New York.

A criminal record can take that away. So I appreciate the spirit of the bills here tonight, but let's please target dangerous car driving and illegal e-vehicles, not the families, commuters, and working New Yorkers riding legal, street-legal e-bikes. Thank you and good night. Thank you very much.

Francesca Ruiz. You may begin. Elena Propis. You may begin. Elena. Samantha Orme. You may begin. Kathleen Collins. Present. You may begin. You're unmuted, Kathleen. Oh, okay, thank you. I just wanted to get my video, sorry. Okay, sorry.

I'm Kathleen Collins. I'm a disabled New Yorker from birth, and I'm speaking in support of the council's efforts to improve micromobility safety. I urge that you strengthen these bills to ensure that they explicitly protect the accessibility, safety, independence, and unique mobility needs of New Yorkers with disabilities. I support education, data collection, crash reporting, and traffic calming measures.

However, these are tools, not complete solutions. The city must move beyond documenting crashes and take concrete steps to prevent them. At the same time, we must recognize the essential role delivery workers play in the lives of New Yorkers with disabilities. They deliver groceries, medications, laundry, meals, and other necessities that allow many of us to live independently. Protecting pedestrians and protecting delivery workers must go hand in hand or stump in stump.

I urge that the council— sorry, most importantly, New Yorkers with disabilities must have a meaningful seat at the table. Disability organizations should be involved in developing, implementing, and evaluating these policies, and the city must provide sufficient funding to make these protections real. New York City should not have to choose between mobility and safety or between innovation and accessibility.

I urge the council to strengthen these bills fund their implementation, and make sure that no New Yorker, including people with disabilities, is left behind in the city's efforts to build a safer transportation system. Thank you. Thank you.

Alita Camp, you may begin. My name is Alita Camp. I'm a member of CB8 Manhattan, but I'm testifying individually. Thank you for hearing it.

I have questions for members of the City Council that I would like to ask you think carefully about these answers. How do you suggest bike riders who injure or kill others be held accountable if we don't know who they are? Does the food industry bear responsibility for food poisoning? Do those who are violent bear responsibility for the injuries they cause?

Do bad contractors pay for bad construction? The list goes on. Why are bike riders exempt? Why should those who have been injured by bikes have to suffer financial costs of healthcare and recovery? Thank you. alone? Why should bikes be the only activity where there is no personal responsibility for wrongdoing that causes injury or death? Have you tried to cross the Great Drive in Central Park and watched bikes fail to stop for pedestrians, or watched bikes ride down pedestrian walkways?

Have you stood on a corner and watched bikes plow through traffic rules such as going the wrong way, riding on sidewalks, going through red lights? Have you ever been surprised by a silent bike zipping past you? Have you been surprised by a bike without lights at night? Have you wondered at the lack of outcry over the death or injury of a pedestrian?

Why should food delivery entities, the Grubhubs, the DoorDashes, making many millions and billions, not have to pay for safety on the streets when they are making loads of profits from those very deliveryistas? Why should pedestrians be terrified to cross the street or walk through parks? Why should sidewalk detection technology be limited to bike shares? More importantly, Why should bikes be allowed to go on sidewalks but slower?

They shouldn't be there at all. Slowing them down only gives them permission to be on the sidewalks. Why are consequences for leaving an accident scene limited to e-scooters? While Priscilla's Law is not on the table at this hearing, and all of these laws make sense, their effectiveness is limited by the failure to pass a law requiring licensing and registration, the tools of accountability and responsibility.

I urge you to think about the answers to these questions and pass not only these proposed bills, but also Priscilla's Law. And thank you for being here at the end of a very, very long day. Thank you very much.

Ryan Christman, you may begin. Is Ryan on Zoom? All right. Bonnie Gerard, you may begin. Present.

My name is Bonnie Gerard, and I am sorry I'm not there, but I have COVID. And I want to thank you for giving me the opportunity to tell my story of a victim of an e-bike crash. I live on the Upper East Side. On October 2023, approximately at 6:00 PM, I was standing on the sidewalk at 80th Street and 2nd Avenue waiting for the light to change.

A car was attempting to make a legal left turn. An e-bike apparently didn't want to wait and tried to get ahead of the car. He came onto the sidewalk and crashed directly into me. I suffered a patella fracture on my right Stitches on my left leg, bruising on the entire side of my body. The effects of a mild concussion.

I required medical care and physical therapy for months. I was responsible for all resulting expenses. I am grateful to be alive. I and the Alliance NYC EVSA are asking for reasonable accountability. E-bikes should be licensed, registered. Riders should follow traffic rules. Appropriate insurance requirements should be considered. We are We are not against bikes or e-bikes. We want people to enjoy riding them.

But pedestrians, cyclists, motorists, they must all be able to cross the street safely. I support Basila's Law 0802, which requires licensing, registration, and covered motorized vehicles. I also support 0377, which should prohibit bikes and e-scooters from New York City parks. Thank you. Stronger penalties for leaving the scene of a crash are important, but accountability also requires a practical way to identify the rider and vehicle involved.

Registration visible identification would help provide that accountability. Pedestrians should have— should not have the fear to crossing of a street. Thank you, Speaker Menin, committee chairs, and the attendees. for following and sharing, letting me share my experience. I have been here since 10 this morning, but it is worth it so that I can share my opinion. Thank you so much.

Thank you.

Anthony, you may begin. You're unmuted, Anthony. Hello, can you hear me? Yes, we can hear you.

Hi, thank you so much for letting us speak. My name is Anthony Hom. I am a New York City e-scooter rider and the creator of my YouTube channel, Ride with Anthony, where I discuss e-bikes and e-scooters. One thing that I want to address is the Hudson River Greenway. New York City DOT tells New Yorkers that legal e-bikes and e-scooters are allowed in the bike lane and that can operate at speeds at 15 miles per hour.

But along the bike path next to the Hudson River Greenway Park, the scooters and e-bikes are prohibited. My question is simple, and it is why. This is a major bicycle route separated from cars, trucks, and all that stuff from the highway and local street. If a legal e-scooter can travel in a bike lane elsewhere in Manhattan, why should that same rider be forced off the bike route in the city with the cars and the buses?

I'm also concerned about police resourcing. Being used to stop, ticket people on the e-scooter on the Hudson River Greenway. Instead of pushing responsible e-bike and e-scooter riders into vehicle traffic, I'm asking the city to appropriate agency to work together and reconsider this restriction. Give legal micromobility riders a safe place to ride. Set a reasonable speed limit and enforce reckless behavior and responsible in the greenway.

Thank you so much for your time.

Thank you for your time. Robert Andrejko, you may begin. Robert, you're unmuted. Yes, I'm unmuted. Okay.

Hello, my name is Robert Andrejko. I go by Reekin, also on the channel with Ride with Anthony, where we cover PEV life in New York City, micromobility, et cetera. What I wanted to say has changed constantly because I have been taking notes and listening to everybody's testimonies and whatnot throughout the day. But there are just 2 big factors that are not being accounted for, which would be just congestion with the infrastructure, especially on all of First Avenue.

There have been many accounts where I have had to avoid very close calls from pedestrians just just kind of, you know, like jaywalking, just kind of going about their own way thinking that they are able to make it. You know how everybody jaywalks and whatnot. But then I would also have to do more of a forced aggressive driving in the car lane to avoid just all types of traffic coming in from, you know, like what you said with mopeds going the wrong way or e-bikes or e-scooters or even cars for that instance.

There have been many times where I have actually had to go 25 miles per hour on my own e-scooter to Car crashes. Mind you, I have been in 13 accidents. A lot of them have been through infrastructure itself. I'm more looking towards the infrastructure being looked at again and revised just for the PEV community. But the other thing that I wanted to touch on, which kind of goes for more Uber Eats workers, because I did used to work in Uber Eats, is.

The concept of active timing or active time. You only get paid when you're doing a delivery. When you're waiting to get a delivery, you're not getting paid. That alone will put a lot of mental health stress and pressure for the rider to do A, B, or C, or X, Y, and Z for point A to point B to do their delivery.

And that will cloud a lot of judgment with the riders, the delivery riders, the pedestrians, kind of everybody. So there's still a lot of misinformation or unknown information, and I think more information needs to be clarified and understood by the majority. Thank you very much.

I appreciate you waiting around. Brantley Hawkins. You may begin. Jeffrey Begornia. Present. You may begin. Good morning, Chair. Good morning. It's not good morning anymore.

Thank you, Chair and members of the City Council, for the opportunity to testify. I share the council's goal of making our streets safer. I don't support reckless riding, excessive speeding, dangerous sidewalk riding, or behavior that puts pedestrians at risk. However, I believe we should regulate the rider and how the vehicle is operated, not capability alone. Regarding Intro 244, rather than prohibiting the sale and rental of Class 3 e-bikes, I propose creating stricter requirements for who can legally operate them.

Under my proposal, Class 3 riders must be 18 years old Wear a helmet, have operable pedals, 750-watt nominal motor. Riders would also need to complete a micromobility safety course and knowledge test to receive a Class 3 permit certification and visible city-issued identification marker. This creates a distinction between trained, responsible Class 3 riders and someone operating recklessly. And we also need to recognize that every street in New York City does not have a bike lane.

When riders must share the road with faster-moving traffic, having sufficient power and speed to safely integrate with traffic is important. That doesn't give riders permission to speed. The posted speed limit should determine how fast they can actually travel. A broad Class 3 prohibition could also affect responsible riders and legitimate NYC retailers, repair shops, parts suppliers, and other businesses that sell and service these bikes.

Instead of eliminating Class 3, let's raise the standard for operating one. Thank you for your time. Thank you for your testimony.

Kate Kloby Wasserstein, I hear you're back online. Present. You may begin. May begin.

I apologize, guys. I'm in transit right now, so I submitted my written remarks. But I'll keep it quite brief and say that I echo the sentiments of so many other members of the public today who feel that this package of bills is profoundly disappointing and ineffectual without the inclusion of Priscilla Law 08-02, and that without licensing and registration of e-vehicles, so many of the proposals today are toothless and ineffectual again.

But please see my submitted written remarks for full comments. Thank you. Thank you. We'll make sure to read it.

Chauncey Young. You may begin. Present. Von, you're unmuted. Chauncey Young. Yes, hello. This is Chauncey Young. Apologies, Chair. All right. Von Steven Del Valle. Present. You may begin.

Good afternoon, Chair Abreu and distinguished members of the committee. My name is Vaughn Stephen Del Valle, a member of Aventura Holdings Independent Research Institution focusing on developing innovation— innovative solutions, policy recommendations. I previously testified before this council regarding Intro 1133, and I return today with the renewed sense of urgency about street safety in New New York, especially what recently happened outside of City Hall.

For more than 3 years, I worked with the platforms, including DoorDash, Uber, to really understand the realities of delivery work firsthand. I documented my experiences and challenges. The experience reinforced for me that worker safety, economic dignity, pedestrian protection, privacy, and accountability should be treated as Competing— it shouldn't be treated as competing priorities. They must advance together. I support the goals of Priscilla's Law, including stronger identification and accountability measures for e-bikes and other regulated vehicles.

At the same time, I believe implementation should be designed in a way that improves safety without creating unnecessary financial or administrative burdens for the work and New Yorkers. One practical solution is the creation of a centralized digital permit portal and companion app. That's a free digital identification and permitting, mandatory online safety training, ensuring registered riders receive clear instructions on New York City laws, safe operating speeds, modern and streamlined accountability, giving enforcement officials, officers, and city agencies an efficient way to verify registration and compliance while avoiding broad restrictions and also implementing strong privacy.

In addition, New York City should continue improving the quality and granularity of its crash and incident data. Thank you. Your time is up. Thank you very much.

Michael Streeter, you may begin. Amy Scherzer, you may begin. Lovon Der Valk, you may begin. Janine, you may begin. Present. Me. All righty.

Good evening. I'm going to find some light. My name is Janine Kiley. I'm a Democratic district leader in the 66 AD and chair of Manhattan Community Board 2's Transportation Committee. I'm here to talk about Equity, Canal Street, and app accountability. Over the last 9 months, CB2 has reviewed 3 major street redesigns, and we appreciate DOT's responsiveness. However, for 4th Avenue and Lafayette Street, DOT came before us 3 times, each time adding additional treatments from its safety toolkit.

And when DOT presented 2 additional street redesigns, we had to ask for some of those same safety treatments. We knew to ask because we just got gone through this process, but what happens in a community that hasn't? Street safety should not depend on a community board's experience or whether residents know what to ask for. That makes this both a safety and an equity issue.

New Yorkers should not have to know what to ask for or fight for proven safety measures. The city should not ration safety. Proven safety treatments should be considered from the outset in every single neighborhood, and I encourage the City Council to take a look at this. On Canal Street, New Yorkers cannot wait for another fatal crash at the Manhattan Bridge.

For almost a year, Community Board 2 has called for physical barriers and traffic calming at the base of the bridge onto Canal and Bowery. DOT must act now to slow vehicles before they enter our neighborhood, not after the next tragedy. And you've listened all day about e-bike and app accountability. I'm not going to repeat things that you've already heard.

I encourage the City Council and DOT to follow the money. What people you've listened to today, who are they being funded by? What super PACs are funding your campaigns? And take a look at the incentives and follow the money and help our immigrant workers. Thank you very much, and thank you for staying for the full long, long day.

Good night. Thank you, Janine. Good night.

Jeffrey Heller. You may begin. Mr. Benjamin Ustes. You may begin. John Grogan. You may begin. Simone Stroman. You may begin. Jim Burns. You may begin. Harvey Goldberg. You may begin. Richard Robbins. You may begin. Present. And so that was— Richard, you're unmuted. Hello? You're unmuted, Richard. Okay, I'm sorry. I've been at an event and I just logged back in.

And I have testimony that I'm going to give. I apologize. You may begin. I'm sorry, I'm trying to find my testimony. We'll try to come back to you in a minute. Yeah, okay, I'm ready. You're one more. We are. It's about to wrap up, so if you can find a testimony as quickly as possible. Mark Watts. I've got it, and I apologize.

I was riding down to City Hall earlier today and found a cyclist who had just crashed. Go ahead, Richard. Your time is beginning now. Please begin. Okay.

A few weeks ago, I was riding my traditional bike and had a green light. An SUV driver didn't slow down for the red light until fortunately the driver saw me and jammed on the brakes. When I stopped, the driver then continued through the red light. I looked for a license plate and it didn't have one. People seem convinced that licensing will solve the very real problem of e-bikes.

I encourage everyone to read my op-ed in the Daily News from several weeks ago about why it won't work, most notably because illegal vehicles can't be licensed. I won't rehash that here. I'm going to focus my remarks on one of the biggest issues, delivery platforms like DoorDash. I imagine that many people at this hearing have ordered food to be delivered, but no council members and very few people testifying apart from delivery workers have worked for DoorDash or other delivery platforms.

I know nobody will, but I strongly encourage everyone to sign up and work a shift for DoorDash, as I did when I was on my community board. My conclusion is that the only way to solve the issue of delivery cyclists is to make the platforms accountable. Much like the Rockefeller drug laws went after the little guys rather than the kingpins, going after delivery workers without making delivery platforms accountable will fail.

Currently, delivery platforms absolve themselves of all accountability by making delivery workers independent contractors. DoorDash's agreement, which I encourage everyone to read, says it's between 2 co-equal independent business enterprises. To be clear, DoorDash has an $81 billion market cap and most delivery people have no assets. Yet they provide no insurance and require extensive indemnification, making delivery workers responsible for everything.

Everyone should read the fabulous article in yesterday's City Reporter that New York City delivery workers report staggering rates of injury and mental health issues. As long as people order food delivery and as long as delivery platforms classify workers as independent contractors, nothing else will matter. A final note is that while e-bikes are a serious concern, the overwhelming majority of serious injuries and fatalities on our streets involve cars.

It's great to focus on micromobility, but there should be a similar hearing on cars. Thank you so much, and thank you for doing this very long day.

Thank you, Richard, and I'll see you on the Upper West Side very soon. Yeah, thank you so much, Councilmember. Mark Wah. You may begin. Yvette Masudi. You may begin. Michael White. You may begin. Present. Michael, you're unmuted. Okay, yes. Thank you for this hearing.

My name is Michael White, and I'm born and raised in New York City. Thank you. Thanks again for this hearing. I ride for recreation. Also, I'm a licensed driver of cars and motorcycles. I called to say I'm against the Intro 2— I'm against the 0244 and Intro 0988 because I believe that Class 3 e-bikes have a place in New York City.

I believe that the banning of the Class 3 e-bike is too extreme. Like mopeds and scooters, Class 3 e-bikes should be licensed and registered and insured, and they should have a plate. I think just like you have with also vans and trucks and everything. If no Class 3 e-bike is available, then most likely people who want that 2-wheeled transportation will go to larger, heavier vehicles like mopeds and motorcycles, polluting the air and taking up more parking space on the streets.

Rather than banning Class 3 e-bikes, impose hefty fines against careless e-bike drivers on the sidewalks hitting pedestrians and then taking away, maybe seizing the vehicle, hefty fines, maybe prison time. And if they're not wearing a plate, you know, I mean, really, you know, crack down on You know, you have traffic cameras that could take plates, you know, and you have door dash— doorbell ring cameras that could, you know, identify what's happening on the streets.

And also, revenue can be generated from the registration of the vehicle and also of the plate. Thank you so much. Oh, you have 5 more seconds. I thought you were done. Okay, pedestrians also have to be careful in terms of jaywalking. I'm sorry to hear about situations of the cross, but we all have to take responsibility. Thank you, thank you.

Your time is up. Thank you.

Linda Rose Linaco. Vladimir Tlalli. Christopher Schuyler. Susan Lee, Mamadou Talibé Sow, Lucy Cotien. If we inadvertently missed anyone who registered to testify today and has yet to be called, please use the Zoom raise hand function if you are testifying remotely, and you will be called in the order that your hand has been raised. If you're testifying in person, please come to the dais.

All those on Zoom have testified. Everyone on Zoom testified? All right. Seeing none, I will now close the hearing.

Thank you to the members of the administration, the members of the public who have joined us today. Thank you to the staff. Shahana, thank you for being here all day. Really appreciate you. This hearing is hereby adjourned.