Committee on Transportation and Infrastructure

Good morning. Welcome to today's New York City Council hearing for the Committee on Transportation and Infrastructure. At this time, please silence all cell phones and electronic devices. If you are testifying today, please fill out an appearance card with the sergeant-at-arms. Moving forward, no one is to approach today's Chair Abreu, we're ready to begin.

Good morning and welcome to today's hearing. I am Councilmember Shawn Abreu, Majority Leader and Chair of the Committee on Transportation and Infrastructure. Since its launch in 2014, Vision Zero has fundamentally changed how New York City approaches street safety. The central principle is simple. Traffic deaths and serious injuries are preventable, and every New Yorker deserves to travel safely, whether they are walking, cycling, driving, or using another form of transportation.

Over the years, we have meaningful progress towards this goal. In 2025, New York City recorded 205 traffic fatalities, a 31% reduction when compared to 2014. However, Any life lost on our streets is one too many, and recent tragedies remind us that there is still considerable work ahead. Last month, the administration released Vision Zero Reimagined, a new action plan aimed at eliminating traffic deaths and serious injuries.

I support the goals outlined in this plan and welcome the administration's renewed commitment to street safety. However, ambitious goals must be accompanied by clear strategies, realistic timelines, and measurable outcomes. Today, we want to better understand how the administration intends to turn these commitments into meaningful improvements on our streets. What specific actions will be prioritized? When can New Yorkers expect to see results?

And how will we measure whether the city is making sufficient progress towards its goals? An essential part of that discussion is enforcement. In fiscal years 2018 and 2019, the NYPD issued nearly 700,000 Vision Zero-related moving summonses annually. By fiscal year 2021, that number had fallen to approximately, approximately 300,000. While enforcement has since increased, with the NYPD issuing just over 413,000 summonses in fiscal year 2026, this is still approximately 40% below Pre-pandemic levels.

These numbers raise serious questions about the city's enforcement strategy. Why has enforcement remained substantially below previous levels, and what will it take to restore a consistent and effective enforcement presence? We need to ensure that dangerous behavior is addressed across all modes of transportation, including cars, motorcycles, e-bikes, mopeds, and other micromobility devices. Street safety requires fair, consistent enforcement that prioritizes the behaviors posing the greatest risk to New Yorkers.

Beyond enforcement, we must continue investing in proven street safety improvements, including daylighting, safer intersections, protected bicycle infrastructure, and lower speed limits. We also want to examine new approaches, such as low-traffic neighborhoods and intelligent speed assistance technology. While ensuring that these initiatives are practical, effective, and responsive to community needs. The legislation before us today provides an opportunity to advance these conversations and consider additional tools to prevent dangerous driving and protect vulnerable road users.

We will be hearing the following legislation. Introduction number 46, sponsored by Councilmember Areola, in relation to installing child with autism warning plaques on streets. Introduction number 113, sponsored by Councilmember Brooks Powers, in relation to requiring a study of dangerous driving. Introduction number 613, sponsored by Councilmember Joseph, in relation to the installation of protected bicycle lanes. Introduction number 1070, sponsored by myself, in relation to establishing a low-traffic neighborhood pilot program.

Second. Introduction Number 1153, sponsored by Councilmember Santos Huoso, in relation to establishing a demonstration program for the installation and maintenance of intelligent speed assistance devices. And Resolution 687, sponsored by myself, calling on the New York State Legislature to pass and the New York State Governor to sign S.1768/A2585, The Drag Racing and Speed Enforcement Act, which would impose 5 points on a driver's license for being convicted of participating in speed contests and races.

I will let the other sponsors discuss their bills, but I am particularly excited about my bill related to low-traffic neighborhoods. Low-traffic neighborhoods use a range of traffic calming measures to reduce through traffic on residential streets. Examples from the United Kingdom suggest that these approaches can reduce traffic volumes without significantly impacting surrounding roads or Shorter emergency response times.

Introduction number 1070 would establish a 2-year pilot program in 5 neighborhoods across at least 5 boroughs— 3 boroughs, my apologies. The program would incorporate community input and evaluate impacts on street safety, noise, and surrounding streets. We want to better understand where these measures would be most effective and how they can help create safer, more livable neighborhoods. Thank you.

In addition, my resolution that we'll be hearing will call on the state to pass S.1768 and A.2585, which are known as the Drag and Speed Enforcement Act, which would work to combat illegal drag and speed racing. Ultimately, this hearing, the goal is to hold the administration accountable to new commitments and to ensure that those commitments translate into safer streets.

We look forward to working constructively with the administration advocates and community and communities to identify what is working, where improvements are needed, and what additional steps must be taken. I want to thank my, my staff and committee staff for their hard work in preparing for today's hearing. Jalisa Quigley, my Deputy Chief of Staff, Jake Borey, my Senior Advisor, Sierra Townsend, Senior Legislative Counsel, Theodore Miller, Legislative Counsel, Kevin Kotowski, Senior Policy Analyst, John Bazile, Senior Policy Analyst, and Yates Wong, finance analyst.

I look forward to today's testimony and discussion. I will now turn it over to the bill sponsors, beginning first with Councilmember Brooks Powers, followed by Councilmember Santos Huaso.

Thank you, Majority Leader and Chair Abreu and members of the Committee on Transportation and Infrastructure, for hearing Intro 113 today. As we evaluate the administration's Vision Zero plan today, I remain committed to the principle that our streets should be governed by data, and that progress should be measured transparently and consistently. The work of this committee, including during my time as chair, has shown that safety and fairness go together.

That work has included citywide daylighting, ending jaywalking enforcement, and overhauling city truck routes. Enforcement should be focused on the behavior that is injuring and killing New Yorkers. To do that, the city must know that behavior better. My bill, Intro 113, would require the Department of Transportation, working with the NYPD and other agencies, to study driving behavior and identify the patterns that signal dangerous driving before it ends in a crash.

The study would draw on data the city already collects but rarely looks at in this way: hit-and-run reports, reckless driving convictions, crash reports, the driving activity of vehicles registered to people with suspended or revoked licenses, and where feasible, insurance information. Every year, the Department of Transportation would report to this council and the public on what it found, what it recommends, what agencies have done about it, and whether dangerous driving is going up or down.

I look forward to working with the chair and the committee to move Intro 113 forward. I also want to just take a moment to just issue my support for Intro 46 as a proud aunt of an autistic nephew. It's a very important piece of legislation that I hope to see voted on, as well as Intro 1070, which I'm a proud co-prime sponsor with Majority Leader Abreu, looking to bring the low-traffic neighborhood traffic program— pilot program, rather— to the City of New York.

I look forward again to working with my colleagues on these important pieces of legislation and thank the advocates for the work that they've done around this issue and for our combined effort to make New York safer. Thank you, Chair.

Thank you, Councilmember. I'd like to recognize that we've been joined by Councilmembers Lewis, Brooks-Powers, Justin Sanchez, and Wong, and Councilmember Santos-Suoso and the Public Advocate. Councilmember Santos-Suoso, followed by Public Advocate Jumaane Williams. Thank you, Mr. Majority Leader.

Today we will hear my bill, Intro 1153, otherwise known as the Stop Super Speeders Act, which would require that drivers who are chronic speeders install a speed-limiting device in any vehicle that is registered to them. This legislation aims to crack down on our absolute worst offenders. It would target drivers who incur speeding tickets in speed— in school zones, 16 or more of those violations in the span of 12 months.

And it's tempting to think that there aren't enough drivers that would actually in fact qualify for that speed limiting device, but it turns out that there are thousands of them. And they are the worst danger to us on the streets, and it is time for us to limit their ability to navigate their own vehicles, which they have proven they are unable to do safely.

I come to this bill as a pedestrian, as a list and as a driver. And I understand that this is not aiming at one or the drivers who have one or two speeding tickets, but our absolute worst offenders. And I am so grateful that we have been able to get a swift hearing. And that's with the support of Chair Abreu and so many of the advocates that have pushed this forward.

So I look forward to hearing from DOT on the implementation of this bill. what kind of challenges it proposes, what you need in order to implement it. As you all know, this was started on the state level through State Senator Ganardis and Assemblymember Emily Gallagher and many others. And we look forward to sort of finishing the job here on the city level.

And we want to see as swift of passage as possible. So I look forward to hearing how we can make that happen by partnering with this administration. And I want to thank you for your efforts in focusing on this critical issue. Finally, thanks to the advocates. Thanks to the drafters who have turned this around quite quickly. And thank you again to the chair for hearing this bill.

Of course. Thank you, Councilmember. Public Advocate Jumaane Williams.

Thank you, Mr. Chair. As I mentioned, my name is Jumaane Williams, Public Advocate, City of New York. I want to thank Chair Burrell as well as members of the Committee on Transportation Infrastructure for holding this important hearing and for the opportunity to share testimony. Public awareness of the city's road crisis still remains a little limited, partly because crash statistics on the city's open data portal have not been updated since June of 2026.

Directly outside of the Dinkins Municipal Building on Center Street, a fatal collision occurred on July 29th involving an SUV and an individual riding an illegal e-bike. In August 2026, hit-and-run drivers took the lives of 3 cyclists within 3 days, bringing the total number of people killed by hit-and-run drivers to 9 by the end of the month. Just earlier this month on Atlantic Avenue in Brooklyn, an unmarked NYPD vehicle ran a red light and struck a cyclist. 9 pedestrians were injured on October 9th when a driver reportedly attempting to beat a traffic light sped through a busy Bronx intersection.

According to the Vision Zero Reimagine report, the DOT plans to use hardened daylighting or better treatments such as traffic signals, all-way stops, crosswalks, and leading pedestrian intervals. As the DOT moves forward with daylighting measures, we must emphasize the compromised visibility posed poses a direct threat to pedestrians, cyclists, delivery workers, and motorists alike. To keep expenses minimal relative to their overall budget, the DOT can integrate more daylighting into planning— planned milling and repainting work executed by city staff rather than outside contractors.

To regulate micromobility and e-bike effectively, priorities must center on expanding protected bike lanes and infrastructure and penalizing retailers who sell non-compliant e-bikes engineered to exceed legal speeds. Especially with the increased ICE presence across the city under this federal administration, we want to make sure that if there's particularly aggressive enforcement, it's not focused on drivers, delivery workers, cyclists, and everyday e-bike riders, but the onus of regulation on individuals rather than the systems contributing to most of the harm.

That doesn't mean we have to eliminate enforcement altogether. To further enhance safety, the city must expand the implementation of Sammy's Law, lowering speed limits beyond school zones to include other designated areas. I don't know that I yet support across the entire city, but definitely some other areas outside of school zones. Furthermore, advocates are calling for immediate local programming of another state law, the Super Speed Initiative, by Councilmember Santos-Suazo.

Did I say that correctly? Yes. Oh, praise God. Which mandates speed-limiting devices for chronic reckless drivers. I just want to make sure that that would be applied equitably to everyone in the city. As noted by the mayor, reckless drivers account for nearly 40% of traffic fatalities and pose a significantly higher risk of causing severe collisions repeatedly. Building on the city's initiatives, we should prioritize legislative action that will prevent reckless driving, as motor vehicle crashes— which people have to remember, we talk about cycling and even horses— crashes by vehicles remain a significantly greater hazard than anything else in this city.

And every time we try to move on it, we get a particularly vociferous response. Specifically, I urge the council to consider and also pass Councilmember Juan's bill, Intro 511, to implement universal daylighting and strengthen accountability on streets. The daylighting is supported by over 200 civic streets safety and community organizations. Additionally, 23 NYC community boards have passed resolutions endorsing intersection daylighting as a key measure to enhance street safety.

Enacting this bill and others will ensure that compliance is legally required and formally codified, not standing or parking within 20 feet of an any crosswalk while establishing mandatory and annual benchmarks for DOT, including the target numbers for hunting intersections. Thank you.

This is a very important hearing, and I want to thank the chair again. Thank you. Thank you, Mr. Public Advocate. I would like to recognize that we've been joined by Councilmember Marte. I will now move to admin testimony and turn it over to the committee counsel to give the oath. Please raise your right hand. Do you affirm to tell the truth, the whole truth, and nothing but the truth before the committee, and to respond honestly to councilmember questions?

You may begin when ready, stating your name and title for the record.

Thank you. Good morning, Chair Abreu and members of the Committee on Transportation and Infrastructure. I'm Mike Flynn, Commissioner of the New York City Department of Transportation. With me today is Eric Beaton, Deputy Commissioner for Transportation Planning and Management, and Madeleine Labadie, my Chief of Staff. Thank you for the opportunity to testify on behalf of Mayor Zoran Mamdani about Vision Zero and the administration's street safety strategy.

October has been an exciting and busy month as the city's ramping up our reimagined Vision Zero approach. Vision Zero is a comprehensive, multi-agency priority initiative to build multiple layers of protection to both prevent crashes in the first place and minimize severity when they do occur. Our strategy is working. Earlier this month, we announced that traffic deaths have reached historic lows over the first 3 quarters of 2026, with the second fewest traffic deaths since the city started tracking data in 1910.

Pedestrian fatalities are at an all-time low, and to date, this is the second safest year on record for our streets. But we know that one death is one too many. On top of the tremendous progress to date, the Mondani Administration is committing to Vision Zero through the new Vision Zero Reimagined Action Plan, citywide strategy for the next decade because there's more work to be done.

Our decades-long initiative has shown that building safer streets works to keep more New Yorkers safe while traveling, and our newly released action plan continues the administration's commitment to expanding the deployment of proven safety interventions. While Vision Zero is a citywide effort, DOT is highlighting a variety of goals to support Vision Zero, which include implementing safety improvements for all of the city's most dangerous streets within 3 years by the end of the mayor's current term in office, removing dangerous drivers and devices from our streets, encouraging safe travel modes while discouraging oversized vehicles, cultivating a safety culture of accountability through education and enforcement, and leveraging emerging data technology and analysis for smarter interventions.

Altogether, these efforts support a holistic, citywide strategy with our sister agencies to eliminate traffic deaths and serious injuries by targeting behaviors, vehicles, and street conditions that inflict the most damage. The progress we've made under Vision Zero is remarkable, but we aren't satisfied— not when New Yorkers are still losing their lives on our streets. When Mayor Mamdani announced my appointment as DOT Commissioner, he made clear our bold ambition: to make our streetscape the envy of the world, and that starts with safety.

In just 9 and a half months, we've reinvigorated the work at our agency. We've advanced long-delayed street redesigns, we have ambitious new projects in the pipeline, and we're scaling up all the foundational resources we need to do more and do it faster— hiring additional staff, expanding work capacity with contractors, investing in new facilities and equipment, and so much more.

I expect that this year we'll see record output at DOT in terms of both quantity and quality, and we'll set a new high-water mark each and every year. We have a clear roadmap for where we're headed, and we're laser-focused on delivering. We want to keep our eye on the ball by following the data, prioritizing the projects that will have the greatest impact, and directing resources towards where they're most needed.

We see the Council as a vital partner in this work. We share your commitment to street safety and welcome ideas and oversight. However, discretion and flexibility are critical to our success. In order for DOT to keep improving safety outcomes on our streets, it's vital we preserve our focus on the projects and initiatives that have the greatest data-driven impact.

In the past, we've seen well-intentioned mandates curb our ability to adapt to the changing needs of the city streetscapes. We're excited to work with Council to strike that balance and implement the most impactful projects possible. My ambition for DOT, and it's shared throughout the organization, is simple: to execute with purpose and urgency because lives truly depend on it.

Turning to the legislation before the council today. First, Intro 46, sponsored by Councilmember Areola. This bill would require DOT to install, at the request of a child's parent or legal guardian, Warning signs with plaques to warn a motorist of the presence of a child with autism. Being an attentive and safe driver, cyclist, or pedestrian is extremely important for everyone sharing the street in any neighborhood.

We support the intent of protecting vulnerable road users. Doing so is core to our agency's mission. However, guided by the Federal Manual on Uniform Traffic Control Devices, or MUTCD, we use signage carefully. Both the manual and independent studies demonstrate that too many signs create visual clutter, which increases the chances that drivers will actually ignore signs with critical information.

It's also important to acknowledge that research shows that these specific types of signs don't make streets safer or change driver behavior. Finally, the system proposed would require substantial new staffing and funding. Without an effective removal process, we would be concerned to see these signs up on every block. We're happy to have further discussions with the council about this bill and our rigorous process for street safety design interventions.

Next, Intro 113, sponsored by Councilmember Brooks Powers. This bill would require DOT, in coordination with the police department and other appropriate agencies, to conduct an annual study of driving behavior to determine what behaviors are associated with traffic crashes, injuries, and fatalities. Our priority is enhancing street safety, which is driven by comprehensive data collection to inform the thoughtful implementation of new initiatives.

By examining our streets, we're able to build safer streets that work to keep more New Yorkers safe while traveling. We support studies that help the city better understand equitable and targeted safety strategies, and look forward to working with Council on a few suggested amendments to ensure comprehensive reporting.

Next, Intro 613, sponsored by Councilmember Joseph. This bill would require DOT to install 100 miles of protected bike lane per year for the next 6 years. Biking in New York City is safe and getting safer. The rate of cyclist deaths is trending down, but of course we have more to do. As part of the mayoral administration, we're excited to build up our in-house capacity and to deliver more transformative and ambitious street redesign projects.

As demand for safe and comfortable bike routes increases, we're responding by expanding opportunities beyond just protected bike lanes, ensuring the tools we use are appropriate for each respective corridor. We share the Council's goal to enhance safety by delivering protected bike lane miles citywide and look forward to conversations with the Council on how to best implement these designs in an efficient and equitable way.

As I said earlier in my testimony, Mandates don't always adapt to our evolving city. You have an administration and a DOT that is committed to achieving shared goals, so let's work together to deliver the greatest possible impact on street safety while preserving the flexibility needed to do so. As always, we're happy to meet to address specific corridors in your district that may need closer attention as well.

Next, Intro 1070, sponsored by Chair Abreu. This bill would require DOT to establish a 2-year, Low Traffic Neighborhood Pilot Program to direct traffic away from residential areas. With 6,300 miles of streets and 12,000 miles of sidewalk, DOT is responsible for a vast and vital portion of the city's public space. Safety is our top priority when determining design treatments, and reclaiming roadway into vibrant public spaces increases safety by enhancing pedestrian comfort and flow.

We're always thinking creatively about how we can reimagine and transform our streets into public space open to all. We support the goals of this bill, which would expand upon proven initiatives like Open Streets, Pedestrian Plazas, and even Tricker Streets coming up this weekend to ensure that our streets continue to be a valuable local asset across neighborhoods citywide.

We have thoughts on how best to define or structure low-traffic neighborhoods, and we're excited for future conversations on this subject.

Next, Intro 1153, sponsored by Councilmember Santos-Oso. This bill would require the city to establish a demonstration program for the installation and maintenance of intelligent speed assistance devices. The administration was proud to support the inclusion of intelligent speed assistance, or ISA, in the state budget, which authorizes the city to implement a Stop Super Speeders pilot program, which would require a vehicle owner who racks up 16 finally adjudicated speed camera tickets in 12 months to install a speed limiter device.

New York City has been a national leader in combating traffic violence, and our automated traffic enforcement cameras have been an effective intervention. But a small group of recidivist speeders continues to flagrantly endanger themselves and others. Technology like ISA can target and preempt these super speeders' dangerous behavior, as it prevents a vehicle from traveling fast enough to break the speed limit in the first place.

Since local authorization is required, required under the state law to stand up a program, we support this bill and look forward to future conversations to ensure the success of the pilot program. In conclusion, I'd like to thank the council for the opportunity to testify before you today. We would now be happy to answer any questions.

We've been joined by Councilmember Pierina Sanchez, and Councilmember Mariola, you want to give your opening now? You can. Thank you so much. Thank you, Chair, Majority Leader Abreu, and the Transportation Committee for hearing Intro 46. Intro 46 would allow parents and guardians of children with autism to request the warning signs From the Department of Transportation to make motorists aware that there are autistic children living nearby.

For some children with autism, busy streets and traffic can present unique challenges, safety challenges, and these signs would serve as an additional reminder for motorists to slow down and be alert. This simple, common-sense measure can give parents some added peace of mind and while, while doing so, help them to keep their children safe. And its passage would be another step towards protecting the most vulnerable among us.

For the Commissioner of Transportation to call the possible life-saving signs as clutter is sending the message to the families raising a child or children with autism that New York City does not see you, does not understand the challenges you face, and is not willing to take reasonable steps to help their children stay safe. I do not believe that the there should be a cost put on the safety of children, especially children with autism.

Thank you for your consideration and the time to speak about my bill.

Thank you, Councilmember. All right, let's head to some questions now.

Um, this should have some questions on Vision Zero Reimagined. In September 2026, the administration released Vision Zero Reimagined, a 10-year action plan outlining 8 strategic goals, including stronger enforcement, safer street designs, and expanded use of technology. While the goals set forth in this new plan are laudable, the devil's in the details, and we must make sure that they are implemented effectively, transparently, and in a timely manner.

Commissioner, what specific measurable benchmarks would DOT use to evaluate progress under Vision Zero Reimagined, and how do these benchmarks differ from previous Vision Zero initiatives? Thank you, Chair. Yep. You know, we absolutely agree that we can only measure success if we're, if we're tracking these kinds of things, right? And, and that's why the plan includes a number of commitments that include numerical targets, whether it's implementing 1,000 intersections with daylighting or better, or addressing the roughly 200 Vision Zero priority corridors.

It also includes a commitment to creating a Vision Zero dashboard. That would be a place where you can find a whole lot of different kinds of information about the program and the results. Likewise related, we'll have an update to the streets plan coming out in the next couple months, and that'll include some additional targets and metrics that we'll be measuring.

And we're certainly open to other ideas as well.

Thank you, Commissioner. We'll get into those specific benchmarks like daylighting later, for instance. What funding and staffing levels are necessary to implement the Vision Zero Reimagine plan? Yeah, so we're really excited that the mayor made a historic level of commitment to our safety and multimodal programs earlier this year, and we have the resources to move ahead with the bulk of the Vision Zero plan.

It is a 10-year strategy, so if there's additional resources needed, we'll certainly be in constant communication with City Hall and OMB on that. And are these resources currently available? We're ramping up, yes. So the, the new resources kicked in in FY27 in July, so So we've been in that process basically of staffing up, of expanding capacity of different mechanisms for implementing things that we need to do.

And that's all, that's all pretty far along in progress. That's great. And as part of, as part of the ramping up, can you give examples of like certain positions you're hiring for, divisions? Where are you expanding that capacity? Sure. So it's a mix of the folks who develop the projects, the folks who implement them, and the folks to have to maintain it because you need all of that.

But just, you know, to give an, I guess, an order of magnitude, there's roughly 200 new headcount, about, I think, a little over 100 of which is already pretty far along in the pipeline, and others are in progress. It takes time, obviously, to put out postings and hire, but we're moving quickly. And yeah, those are distributed. It could be, you know, we have different groups focused on different aspects, but That gives you an idea.

Thank you.

How frequently will DOT publicly report on implementation of Vision Zero Reimagine initiatives? Okay, yeah, so I think like I mentioned, we'll be setting up the dashboard, and that's going to be, I think, the most frequently updated. In terms of other things, we can get back to And then are you envisioning that dashboard to provide updates regularly on your agency's ability to meet these benchmarks?

Yeah, that's the idea. And of course, at hearings, you can share a lot as well, right? Yes.

How will the forthcoming streets plan incorporate or build upon the Vision Zero Reimagine initiatives? Yeah, so, um, probably the biggest kind of jumping-off point in the streets plan from the Vision Zero plan will be around those priority corridors. Um, the, you know, we were fleshing those out basically, and we've been crunching the data. So the streets plan will include that, the new set of priority corridors that we're committing to redesigning, upgrading, It'll also add specificity to some of the ideas that are in the Vision Zero action plan.

You know, the action plan, it's an action plan, right? So it has a series of different things. Some of them are further along in development than others. So some of them we'll be able to share more in the streets plan. As a policy matter, how do you see the actualization of the streets plan How does that impact Vision Zero initiatives?

If I'm understanding, I mean, I think that the streets plan, you can see it kind of as an umbrella for multiple plans. So it will— it's one mechanism for fleshing out and implementing elements of the streets plan. But it also, you know, the same could be said for our bus plan, Next Stop Fast Buses. Yeah, I guess more of the street design-related aspects of the Vision Zero plan would be more articulated in the streets plan.

Thank you.

Vision Zero is incorporated into the operations of all the agencies on the Vision Zero Task Force, which is a location— which is a coalition of agencies including DOT and YPD and the Business Integrity Commission, which I'll refer to as BIC for the remainder of the hearing. That meets every other week to review upcoming and ongoing projects, study progress on key measures, and share agency updates.

Could you give us an overview of how the various agencies that are part of the Vision Zero Task Force work together? What happens in these meetings? Happy to, Chair. My name is Madeline Laverty. Can you get closer to the mic? Sure thing. Madeline Laverty, Chief of Staff. staff at DOT. The biweekly meetings have all of the agencies under the umbrella, including additional agencies that have been added under this administration, including the Fire Department, the Mayor's Office for People with Disabilities, and formerly the Department of Education, New York City Public Schools.

It is a coalition where every piece of the toolkit is employed when it comes to addressing the trends that all of us are seeing from the data of collisions on the street. our enforcement trends, novel policy discussions, really everything driven by what we are seeing and novel ways that we can address it. So imagine it as the full sort of kit and caboodle of government all working together.

These meetings really do look at the fatality numbers. DOT provides a monthly fatalities dashboard, and the Mayor's Office of Operations, which convenes the Vision Zero Task Force, tracks metrics for all agencies. to ensure that we are on track for the commitments we have made publicly, as well as our general MMR-level metrics as well. It is a highly collaborative group of staff members from each agency, well-positioned to work across agency and across the city in order to drive fatalities down.

So it's fair to say there's a lot of data sharing happening? A ton of data sharing, yes. And are there updates regularly on project updates that you have? Yes, absolutely. So as there are large programs, you know, for example, from DOT, perhaps a large street reengineering project, one might say Queens Boulevard, a legacy capital project, updates on things like that, as well as discussions on novel issues such as crashes, you know, the one that has been discussed a lot lately, I believe, in the Public Advocate's testimony and in past hearings that occurred in September, as well as the one in July, where there are notable trends, even small numbers, that is when the Vision Zero team gets together to really figure out how to address it and discuss the best path forward.

And have you, in this past year, have you seen these meetings lead to policy changes? Yeah, a great example is actually the cease and desist work that the mayor announced recently. That work was really driven by the task force monitoring the illegal device trends that we have seen both in enforcement and in collisions and really looking— working together to see what additional tools can be brought to the fore, bringing in the law department to really expand the pie when it comes to ways that we can get at reducing traffic fatalities.

Thank you.

I'm now going to turn over to some questions on enforcement. for NYPD and DOT. Overall, Vision Zero-related moving summonses issued by NYPD have significantly fallen in recent years. Prior to the COVID-19 pandemic, in fiscal years 2018 and 2019, NYPD routinely issued nearly 700,000 Vision Zero-related moving summonses annually. However, according to the data from the mayor's management reports, NYPD's summonses issuance has fallen below fiscal year 2019's level Every year since and is currently at just over 413,000 summonses in FY 2026, a decline of about 41% from pre-pandemic levels.

Why has NYPD enforcement remained substantially low pre-pandemic levels? Is this attributed to staffing, deployment priorities, or a change in enforcement strategy? Can we please also get another mic? Thanks very much, Chair. So of course the pandemic had enormous disruptions in a variety of areas, and in our traffic enforcement that was no exception. And that did result in decreases both in 2020 and then into a low— Can you please get closer to the mic, please?

Thank you. I'm sorry, Chair. Sure. So the pandemic did create a number of disruptions that led to decreases across a lot of areas. And one of those areas was traffic enforcement. And that led to a low in 2021. Since that time, we've been issuing more summonses every year. We're up 40%, over 40% from that low in 2021.

The other thing I think I would note there is that we're not writing tickets just to write tickets. We're focusing our enforcement where it's going to have the most impact, the most material benefit. And we're seeing those increases year over year, and I think the results that we're seeing with fatalities being down reflect the quality of that work, the quality of the work being done.

I mean, a decline of 41% is kind of astronomical. Is it NYPD's goal to get back to the pre-pandemic numbers? We don't set a specific number of summonses we're going to be issuing. We're driven by the circumstances. We're driven by what our officers see on the ground. What we focus on is deploying our resources where they're going to have the most impact.

So we follow the data. We identify those areas where that impact is going to have the most benefit, and we deploy our resources there. So our enforcement is following from that data. So what I'm hearing is a lack of a commitment to get to pre-pandemic enforcement levels. I think what I would say is that the number of tickets being written, that's not the end goal here.

Our enforcement is going to follow the data. We're going to look to where we need to go to deploy those resources to keep our streets safe. I mean, I think there's clearly an enforcement strategy that is changing here because we see enforcement errors go up in some areas but is going dramatically down in this area. Is it fair to say that there's a change in enforcement strategy here?

Well, as I said, across the board we're following the data, and when it comes to issuing summonses, what we're looking at is the areas where that's going to have the most impact. So we look at our high-visibility corridors and we deploy our resources there, and our enforcement follows from that. We work at the precinct level to identify areas that are going to have the highest risk, and that's based on fatality data, collision data, traffic data, and we're deploying resources there.

So our overall enforcement strategy is following that data. So you're talking about following the data, right? Are you— is your data showing that folks are not flouting traffic laws as much as they used to? Well, I think what— Please answer the question. Thank you. Thanks, Chair. Our data, our enforcement data is what you've seen and what's in front of you.

Our officers are writing tickets where they see violations, when they see— Are they not seeing violations? They're seeing violations and they're writing those— At the same levels of pre-pandemic levels or more? Well, as I said, we— I'm looking, I'm just talking about the data here. What are you— I want to know what the data is telling you now.

The data is telling us that we're up, we're up over 40% since 2021 and we're increasing every year. But you're not committing to doing pre-pandemic numbers. So I understand you're going up since every 2021, but there's no commitment to get pre-pandemic levels. We don't think that writing tickets for tickets' sake— it's not the number of tickets, it's, it's the quality of enforcement.

If the— if— do you think that with the current data that your officers are seeing, it would warrant 700,000 tickets a year? Uh, well, I'll let Chief Obey speak to, to what our officers— my expectation would be that Yes, that the data you're seeing on the ground would warrant more than 700,000 tickets a year. Morning. Sorry, good morning.

So we do acknowledge the declining Vision Zero summonses. I do want to mention that our commitment to Vision Zero remains unchanged. The traffic landscape in 2019 referenced in the report changed significantly from what we see in 2025 or what we currently see in 2020. 2026. As things change, we have to pivot and address traffic safety outcomes, changing travel patterns, new technology, and the department's wide enforcement responsibilities.

As we heard earlier in the testimony, I just want to highlight a few things. First is traffic fatalities and pedestrian safety. That will always be our goal. As you heard, during 2025, we reported 210 traffic fatalities compared to 252 in 2024 and 220 in 2019. Uh, when you look at, uh, pedestrian fatalities, again, year, um, year, year to date through 10/18, that also dropped, uh, 73 versus 86.

We're always concerned about our seniors, uh, that also we see a significant decline, 26 versus 41. This places 2026 amongst the lower, uh, lowest year-to-date totals in the department's historical trends. Again, when it comes to Vision Zero, we— our efforts are always centered around what we call the 3 E's. That's enforcement, engineering, and education. Another pivot we had to do was the growth from 2019 to what we saw in 2025 and 2026.

And we talked about this a little at the last hearing, the growth of two-wheeled motorized devices. The landscape is totally different. So post-pandemic growth in e-bikes, stand-up scooters, mopeds, motorcycles, and off-road vehicles required us to devote more attention to illegal vehicles and dangerous riding behavior. So this, of course, on our end— enforcement, seizures, and inspections of retailers.

We talked about this a little. Retailers selling non-compliant devices. Just very quick with data. When you look at our 2-wheeled device enforcement, motorcycle seizures, again comparing '25 to Motorcycle seizures in 2025, 5,567 versus 2,169 in 2019. Moped seizures in 2025, 14,421 versus 1,610 in 2019. Motorcycle moving summonses, 57,090 versus— Mic support. Motorcycle moving summonses, 57,090 versus 23,942.

Moped moving summonses, 26,154 versus 1,105 in year-end 2019. Traffic enforcement is focused overwhelmingly on cars and SUVs, as they are the biggest category in causing serious injuries and fatalities. Year-to-date 2026, 81.2% of our moving enforcement is accounted to cars and SUVs. When you look at 2025, micromobility enforcement, again, I mentioned at the last hearing, accounted for 10,115 e-bikes and 468 stand-up scooter moving violations.

Through September 21st, 2026, this is the point-of-sale initiatives, 63 stores inspected, 57 cease summonses issued, and we work closely with our partners in the DOT in identifying and preventing illegal devices from entering our streets. Another way in which we've pivoted also is automated enforcement and emphasis on reckless behavior, including ghost plates. You talk about automated enforcement now supplements enforcement around the clock on city streets.

New York City speed cameras began operating 24/7 in August 2022, and a network includes more than 2,200 cameras in 750 school speed zones. As of October this year, red light cameras were expanded to 600 intersections. These systems support consistent enforcement at locations where our officers can focus on driver behavior such as reckless driving, suspended or revoked driving privileges, and fraudulent identification.

Data for reckless behavior— again, we're going to compare '25 to I know you're going to cut me off. Yeah. I know. Okay. You are saying that— sorry about that, Chief O'Bey. You are saying that part of the decline in enforcement is due to an increase in micromobility enforcement. But aren't many micromobility tickets considered Vision Zero summonses? For example, a motorcycle moving violation is a Vision Zero summons.

So I just— the point here is to— because your question is why the drop as we saw changes. Micromobility wasn't a big thing in 2019. It's huge now in 2025 and What's going on with the max? So it's a combination of microbility enforcement, automated enforcement, and ghost plates. We've seen a huge increase in those also. We've also paid attention to pedestrian right-of-way. collision injuries in writing up right-of-way summonses and also old summonses.

So it's a combination of factors, high visibility to corridor. So is the suggestion that there's lower enforcement because of increased camera enforcement, for example? It's a combination. All right. This is surprising to hear because while enforcement cameras like red light and speed cameras have slowly come online for over the past few years, The moving summonses quickly dropped in 2020 and then plateaued.

How do you explain this timing difference between when summons dropped and when cameras became more widely used? So again, it's not just the cameras, it's a combination of things. We just had to address these changes as we saw the traffic landscape change. So with— Yeah, Chair, I think one additional The other aspect I would highlight is that when we're looking at moving violations in our Vision Zero summonses that are most responsible for injuries, especially for pedestrian injuries, we're seeing enforcement up there.

We're targeting enforcement there. So things like disobeying traffic signs, street signs, we're up almost 13%. For improper turns, up 8.6%. For failure to yield the right-of-way to pedestrians, an extremely important aspect for pedestrian safety, we're up 4.4%. I appreciate that progress, but I have to get back to your point from earlier where you said higher summonses are not a goal.

Then why is it that in the mayor's management report it does list summons metric with desired direction of being up? I think that's calculated differently from the way we do it. I think that's calendar year and we're year-to-date. Okay. So maybe a little difference there. All right. All right.

How does NYPD determine where to prioritize enforcement of speeding, failure to yield, and other dangerous moving We're looking, uh, we work in collaboration with our partners at DOT to identify those areas where the risk is highest. And so that's looking at the data. As I said, we're looking at fatalities, we look at collisions, we look at injuries.

And using that universe of information, we collaborate with DOT to identify the areas where enforcement is the most important. And do you need more officers to adequately enforce dangerous moving violations? I understand This past year there was, you know, the request for 5,000 additional officers that were made. I'm asking because if you need more resources, we want to make sure you get them, especially as we're approaching budget season next year.

In a perfect world, we would want more officers, of course. In a perfect world unconstrained by resources, we would want everything that we could, we could have. But based on the number of officers we have now, based on our current headcount, we're absolutely certain we're able to do our best in terms of the enforcement enforcement we have.

And with an additional 5,000 officers, you think you'd be able to reach 700,000 summonses a year? I mean, with an extra 10,000 officers, 20,000 officers, the more resources we have available, the more we're going to be able to do. But we obviously understand that we don't live in a world where we can simply have whatever, you know, an unlimited number.

We live in a resource-constrained world. But you would like more officers, is that right? Of course. Okay. All right. I'm going to go ask a question on enforcement coordination now between the agencies. NYPD remains primarily responsible for enforcing moving violations while DOT oversees street design and much of the city's automated enforcement infrastructure. Has the administration considered expanding DOT's authority to enforce certain traffic violations or investigate serious crashes?

Well, what I can say, Chair, is, you know, I think hopefully it's evident in the Vision Zero Reimagine plan that we're always trying to think creatively. creatively about all aspects of Vision Zero, enforcement being one of them. We're really proud of the impact of the automated enforcement program, and we're giving a lot of thought to that as well with the state legislative session ahead of us.

And on manual enforcement, we collaborate really closely and really well with PD, as you just heard. What about towing capacity to enforce parking laws? Does DOT or NYPD need increased capacity? I can say, um, maybe not specifically to parking laws, but, uh, just for the— for what it's worth, um, when we're redesigning a street or repaving a street, we do have the capability at DOT to tow vehicles out of the way.

I would defer to my colleagues at PD on that. Do you need more towing capacity to get cars off the road? The towing capacity we have right now is sufficient for our enforcement goals. And as you know, Chair, we had a tow pound in Manhattan that we lost several years ago because of a change in state law.

We've been working to try to find a replacement location. That's a difficult thing to do, obviously, in Manhattan, given Manhattan real estate. It's something we're working actively towards. But with what we have now, we're able to do the work. Are there any responsibilities that could be transferred from PD to DOT or vice versa? When it comes to towing capacity that y'all have spoken about?

I can't say we've had those conversations. Okay.

All right, I have questions on what is the coordination— wait, actually, what is the coordination between DOT and NYPD currently look like? How do you coordinate on crash investigations? Investigations, for instance? And how does DOT use its relationship with NYPD to implement street safety improvements? Sure, happy to discuss our collaboration. So one of the great parts about our Vision Zero partnership with NYPD is that we're co-located at our traffic management center in Queens.

And so when information comes in that there has been a collision, we are there together and receive that information at the same time. NYPD obviously responds to do its investigations. DOT also responds in person in the field to assess the conditions on the ground, assess if there's any immediate fixes required to make the location safe, such as a downed sign or other sorts of issues that can be immediately repaired.

And then, of course, we continue as NYPD collects more information. We receive that information, and in the stream of our Our data work uses NYPD's crash data to analyze and to find those trends and to assess individual crashes. DOT then works on any sort of reengineering plans or other sort of policy implementation after the fact for a given crash.

But we work very closely both in the immediate, in the near term, as well as in the overall holistic work when we respond and how we share data and how we collaborate on how we respond both from a policy perspective as well as from a response perspective. On the PD end, great partners in the DOT. As you heard, co-located in the shared space, Traffic Management Center, share the same data.

We have the monthly Vision Zero meetings. On the education end, which is one of the 3 E's, every season brings its own challenges, and we work with the DOT to inform the public about traffic safety initiatives. So year to date, 21 education initiatives were scheduled. Of which 18 of the 21 have been completed. Right now we're working with them and we have the wonderful— thanks to the DOT, we have the Halloween traffic safety working hand in hand with this.

I think about 30,000 flyers were created, so there's a lot of work we're doing and we appreciate the work that— Thank you, Chief Hope. You mentioned monthly meetings. Are you referring to the task force? Yes. Are those biweekly meetings? So if I can add, in addition to the Vision Zero Task Force meetings, we have a specific DOT-NYPD monthly meeting where we also talk through the dashboard in detail and look at whether there's specific locations that need additional— So it's in addition to?

So it's in addition. We meet lots of times with lots of different groups, yes. All right. The NYPD's Collision Investigation Squad only investigates fatalities and critical injuries, meaning only a very small percentage of total collisions are directed to the CIS, Collision Investigation Squad. What is the difference between how an instance of criminal road violence would be investigated by the CIS versus by a traditional precinct?

The CIS, as you said, is an elite unit that's focused Sorry, please speak closer to the mic. Sorry again, Chair. CIS is an elite unit that's focused specifically on this issue of these collisions that result in fatalities or the most serious injuries. And that work that they do is very, very extensive. The process for CIS when a case comes into them is going to involve freezing the street, gathering every piece of evidence off the street that they can, gathering every piece of video, reviewing every piece of video. intensive process and extensive process, and it delivers fantastic results.

Last year, 75% of hit-and-run cases, the vehicle was identified. CIS is able to do all that work because we dedicate tremendous resources to that. Now, because it's such an intensive, resource-intensive process, it's a process that we're going to be using in those fatality cases and those most serious injuries. In the case of other investigations, those will be referred to the precincts, those will go to the detective squads, and those cases will move forward under the detective squads.

And what would you say qualifies as a serious injury? So the cases that are going to CIS, and Chief Foege can speak on this more, but this is a case where there is a fatality, where there's a likely fatality, or there's a critical injury, and those determinations that are made generally by EMS or by a hospital.

In August 2026, there was a string of deadly road violence in New York City. that brought renewed scrutiny to the city's Vision Zero efforts. Tragically, hit-and-run drivers killed 9 people in the month of August, including 3 cyclists in just 3 days. And just this past week, a man riding an e-bike was hit and gravely injured by a hit-and-run driver in Crown Heights.

How many of these recent hit-and-run cases have been fully investigated and resolved by NYPD? So, Mr. Chairman, as I said, these cases are very extensively investigated. Those investigations can take up to 6 months or longer. Um, so looking at those timelines, those investigations are, are likely to be ongoing. I can't speak to any specific investigation. What I can say is that CIS does thorough investigations of all of those cases and, and delivers the results that they find.

So, so all the investigators are currently being investigated? Uh, I, I can't speak to any of those specific investigations. What I can do is we can look into those and come back to that information for you. What is the procedure for closing a case? Serious injury, fatality, what— Regarding a case being investigated by CIS. Okay, so with CIS, like Director Rappaccino mentioned, critical injury, likely to die, or fatal, fatal where we actually have someone that's actually passed away.

I would say extensive work that involves conferral with the DA's office. When that's all wrapped up at some point, then it's closed. But from start to finish, essentially. Of these 75% of those that were identified as part of the CIS investigations, what percent of those resulted in an I think it's about 2/3 of those cases are resulting in arrest.

So 2/3 of the 75%? Of the 75%. And I want to highlight there that in some cases, the fact that there's no arrest is because there might not actually have been criminality there. So a leaving the scene charge is going to be brought when somebody knows that they've struck another individual, that there's an injury, and then they have— they struck the person and they've left the scene.

In some instances, our investigation will reveal that the driver didn't have knowledge of the collision. So that accounts for some percent of those. So what's the breakdown of the percent of folks who engage in criminality versus those who didn't? I don't think that we have— I don't know that we have those numbers here, but we'll get those for you, Mr.

Chair, and follow up. That would be great. And then, so what happened with the other 25% that weren't identified? Why do you think that happened? These are difficult cases. I mean, by definition, the perpetrator, the person who caused the collision, is not on the scene. That presents significant challenges. We use every tool at our disposal in order to try to identify those individuals, in order to identify those vehicles.

And as I said, that's a really extensive process. We throw everything we possibly can at it. Chief O'Bey, I don't know if you want to add any more to that. So I'll go with the '26 numbers for CIS year-to-date through 10/18. 212 CIS cases. As we mentioned, the fatalities, 167 of the 212 were fatal, and 45 of the 212 were nonfatal.

So these are just strictly CIS cases, 212 in 2026 year-to-date. Year-to-date total criminal cases, 77 of the 212, about 36%, again, in conferral with the DA's office, were deemed to be criminal. And total fatal criminal cases, the status is 63 of the 77, accounted for by 81% of all criminal CIS cases. 40 of the 63 are close to arrest.

And total noncriminal cases, 14 of the 77, 9 of 14 are close to arrest. What have the trends been in identifying Those drivers involved in hit-and-runs over the past 5 years? I can speak to 2 right off my— right off the top of my head. January, just speaking to the extensive work that Director Pacino mentioned, without saying too much about this particular fatality, that in some cases— I'll speak very generally— some of these operators flee out of the country.

So in this one case, January, this particular operator fled to a particular country. After 6, 7 months, again, working with partners, he was brought back to the country, you know, to face justice. And recently we had one, I know this was published, we had Ocean Parkway, and that particular operator was apprehended at JFK. So this is the type of work that goes into the CIS cases.

My question is, what is the trends right now broadly with respect to the Police Department identifying hit-and-run drivers? I know you say it's at 75%. Has it been trending upwards, downwards the past 5 years? Identifying— The, the, the drivers involved in hit-and-runs. Okay, so with hit-and-runs in general, um, again, we want to prioritize where we have our injuries.

The policy itself is officer gets there, assesses the scene. If there's an injury, you call EMS. If it is a serious injury, then that case is referred to a precinct detective squad. If it is critical or likely to die as determined by EMS, then CIS takes on that case. So last year, the PD identified 75% of drivers involved in hit-and-runs.

What was the rate the year before that and the year before that? I'm just trying to see what the trend has been. We can get that to you. We don't have that right now. Would diverting hit-and-run collisions to the CIS help the NYPD close more cases? So when the CIS gets a case, because of the intensive investigative resources that are put into that case, those rates are going to be higher.

We, again, live in a world of not infinite resources. There's no— there are limits on everything that we can do, and so we identify those cases that are highest priority for us, those fatalities, those most serious injuries, and those are the ones that the CIS is taking on.

So on June 23rd, 2026, Vijay Bharadvaj was struck in Midtown by a turning vehicle. The driver fled the scene, and Vijay was unable to walk for 6 weeks after being struck and run over. The crash, unlike many hit-and-runs, was caught on video. However, despite this evidence, The close— the case was closed by a local precinct and not escalated to the CIS.

Why was this case not escalated to the CIS? Well, first, Chair, I want to say that that circumstance and what that individual suffered was horrible. I second want to say that I can't speak to the individual— the details about the investigation in that case. What I can say generally is that we are committed to using all the resources available to try to capture— to understand what happened in the case of a collision, when there's a hit-and-run driver, to identify the individual responsible and to bring justice and enforcement where it's appropriate.

I mean, this sounds like a perfect case for a CIS. I mean, serious injury, there's a hit-and-run, most likely some— that means, you know, leaving the scene of a crime, so there's a criminal implication there. Would you agree that this is a perfect case for a CIS to be covering? Under our current procedures, where CIS is going to be taking cases overwhelmingly in instances where there's a fatality— thankfully this individual did not die.

It's a likely fatality. Again, luckily this, this was not— he wasn't able to walk for 6 weeks. Yeah. So those determinations we're talking about earlier, I was trying to ask you about what a serious injury would be. This sounds to me like a very serious injury. So under our current procedures, that's generally defined as being a critical injury, and that's a determination that we don't make.

That's a determination that's made by EMS or by hospital. And do you know how the hospital— did the hospital make a determination that it was a critical— are you saying it was the hospital's decision to label it a critical injury and therefore you didn't get involved? Is that— I'm not trying to make a straw man, I'm trying to understand if that's the implication.

So I can't speak to the specifics of this investigation, this case. We can look into that and get back to you. So how do you— how does NYPD know when there's a serious injury or not? Well, so as a general matter, We'll be informed by the hospital or EMS that an injury is critical, it's fatal, it's likely to be fatal, and that's the case, the instance when CIS is being called.

In this specific instance, are you aware of EMS or the hospital indicating that this individual had a serious injury? I can't speak to this specific instance, but we can look into that and certainly get back to you. I would say as a general matter, if it's a critical injury, that's something that we would get from EMS. And is this something that is being transported to you in real time via the Is there some receipt we can probably try to obtain to get more information on this?

Chief, do you know the form in which those are coming over? I'm sorry, can you just— My question is, I'm trying to understand how is it when PD learns, NYPD learns in real time whether or not an injury is critical. Okay. And I'm trying to understand if there was some communication from EMS or from the hospital Transported to you guys that made it such that this individual wasn't being perceived as having a serious injury?

Okay, so because that way we can try to obtain the facts. Yeah, like Director Pacino said, we can't speak to this particular case, but I will tell you, at the scene of the incident, the initial scene when this collision happens, our officers respond. EMS also is called. They respond. If the injuries are serious enough where EMS determines, deems that this particular particular person is critical, likely to die, the person is dead or critical, that responding unit will call CIS.

They will respond. We also have situations where people are conscious and alert and they die at the hospital. In that case also, CIS is called. So CIS will handle all critical, likely to die, all fatalities. Serious injuries, we can't speak to this particular case. We'll reach out to your office, speak to you a little more about it, but to your question, with criticality, criticality, EMS determines, we respond, and CIS handles it.

But this case, we're going to have to get back to you on that.

So CIS investigates about 200 to 250 crashes per year, despite there being many more crashes in our city that result in death and serious injury. Why is this number so low, and does CIS require more resources? So the criteria again for CIS is this: critical injuries, seriously likely to die, or fatal. Those are the cases that CIS will handle.

So what's the second half of the question? Despite there being many more crashes, In our city that result in death and serious injury. Why is this number so low? Chair, I think again what I would point to is the space perhaps between a serious injury and what's designated as a critical injury. I don't want to in any way take away from how life-affecting a crash can be and how serious injuries can be in those instances.

But the procedures that we have in place are for when that injury, that is a serious injury, crosses over to being a critical injury based on determinations that are made by EMS or at a hospital. And those critical injuries are those instances or those fatalities or likely to be fatal where we're going to have CIS take over an investigation.

Do you believe that all hit-and-run cases should be placed under CIS investigation? As I said earlier, Chair, and you might get sick of me saying it, but we are aware of the fact that we don't— in an instance where we have unlimited resources all the time, and that's not necessarily just PD resources that we're talking about here.

A CIS investigation is a really intensive, extensive investigation that has widespread impact. We use that process, we use those resources in the most serious cases. That's the process that we have available, and that's not to take away from the investigation that goes on when CIS is not involved. Those cases are going to a detective squad. They are thoroughly investigated.

And as I said earlier, this is— I'm asking all these questions because I want to make sure that PD has the resources. Um, do you need more officers for CIS? I mean, we want to make sure that the hit-and-runs are spiking, and we want to increase the identification rates, we want to increase the arrest rates. What do you need from us?

What should we— what should we advocate for? Uh, so, Chair, in the first instance, I want to say 3 things here. I think first of all, I just reiterate, obviously We would take everything that we can get in a perfect world. Second, with respect to decisions about how to allocate resources, how to do assignments within the departments, that's something that we're constantly looking at, reevaluating, and making new determinations on to shift resources where they're needed most.

And then third, with respect to upcoming budget, I mean, we'll be looking forward, and the Commissioner will be looking forward to being in touch with Council about that process as we move into that process. And as we move into that process, I'm going to be looking for, you know, more enforcement, on moving violations. You know, CIS, if you need more resources to beef up, you know, the pursuit of these hit-and-run drivers, you know, consider me a partner.

I have a lot more— I have a few more questions for, for PD, and then I'll turn over to my colleagues.

It's on ghost plates. Obscured license plates and ghost plates are unfortunately frequently seen in New York City, allowing drivers to evade tolls and camera-based enforcement. In a 2024 report, the city comptroller found that between January and June 2023, over a million speed camera violations had to be thrown out due to obscured or ghost plates, which represented 22% of all camera-based violations over that period.

What kinds of targeted enforcement action does NYPD take against obscured or ghost license plates? Okay, so I'll address the ghost fleet operations that we conduct across bridges and tunnels in the city. We work closely with other partners— TBTA, MTA, New York State Police, PAPD, just to name a few. 2026 operations through 10/18, we've had 31 joint operations resulting in 440 arrests. 18,805 summonses, 1,937 vehicle seizures, and 64 motorcycle and moped seizures.

More generally, locally on ground, our officers have addressed this reckless behavior, and with obstructed plate moving summonses, you're in 2025, I don't have the '26 numbers, 43,058. obstructed plate parking summonses, mostly by our TEA agents, 219890. We also address reckless driving criminal summonses, reckless driving arrests, and fraudulent tamper arrests. So it's something that we take seriously and we have great data to support the work.

If I could just add, please, you know, I think also going back to an earlier point, this is an area that we recognize is a very critical path addressing ghost plates, and that's why it was included in the Vision Zero Reimagined as one of the initiatives. I think it's also an example where expanded use of automated enforcement can maybe free up NYPD resources to be able to focus on the things that really benefit from more manual enforcement, ghost plates being one of them.

Commissioner Flynn for the save. No, I'm kidding. So what further changes in regulation or laws should the city seek in order to combat ghost plates? Should we pursue increased penalties, more frequent impoundment, greater towing capacity? What should we be doing at the city, at the state level? How can we do something in lockstep on this issue? Because I know it's something that you guys deeply care about.

If any of you guys have any ideas, please. Well, Chair, as Chief Obe said, this is an issue that we take very seriously. We dedicate substantial enforcement resources to. We would welcome innovations in the law that could address these problems. I don't have anything to propose for you here today, but it's something we're very eager to engage on to try to solve this problem.

And in terms of location, how does NYPD determine where to conduct targeted license plate enforcement actions? Like I mentioned, we work closely with other partners around the city, locally also, local streets stemming from complaints we have. Our TAs are also involved too, so it just, we kind of go all over for the most part. Thank you, and I have to say that, you know, Chief Fobay, your team has been incredible within target enforcement actions in my district, and we have seen results.

So I would like to recognize we've been joined by Councilmember Hanif on Zoom, Councilmember Dinowitz and Ressler. For questions, we begin with Councilmember Wong, followed by Santos Huoso.

Um, thank you, Chair. Um, my questions, uh, is to Chief Obey and Chief O'Brien. Um, Chiefs, thank you both for your help with the traffic enforcement in my district. And for getting the Collision Investigation Squad involved in the Glendale case. You've both been responsive, and I really, really appreciate it. But I'm very concerned and frustrated with my precinct, the 104th.

And as you know, 2 weeks ago, a 12-year-old child was severely injured at the corner of 75th Avenue and 60th Lane. He was hit by a motor vehicle speeding, and what we saw from the videos, which my office had to collect, not the precinct, the driver was at best running a yellow light or at worst going through a red light.

Basic police work was not done. The report was completed incorrectly with omissions and errors and has since been amended. and it still needs to be corrected. And that is unacceptable. And my office have to call your office to get additional help with the precinct and should have been taking that initiative itself. Frankly, I am— I find it unacceptable of the actions or lack of response from the 104th Precinct.

And I appreciate being able to reach both of you, but Families should not need their council members to call a chief to get the precinct to do their job. My question to Chief Obey is, could you speak directly with precinct commanding officers about what is expected when someone is seriously injured, nearly killed in this case, especially a 12-year-old child?

I think a conversation about gathering evidence, preparing accurate reports, and knowing when to request Highways assistance would be helpful. Please answer that. Thank you. I can't speak to the particular case you referenced, but I can tell you that we do have a forum. So it's called TrafficStat, where we address concerns like this. And I've also spoken to Chief Green, and, you know, we work very closely with the borough.

So it is something that we take seriously and will continue to address. Okay, um, I'll get to traffic stats in a minute, but, um, I appreciate that Highway has now taken over the case. My concern with how does the 104th Precinct handle collision reports generally— could you review how those reports are prepared or checked by supervisors and corrected when errors identified?

How does that system work when you, when you see errors? So there's audits in place that traffic safety teams within precincts handle. So in this particular case, it seems you're saying that there's a discrepancy in how the report was written. So I think it's been handled again by Highway CIS, and I think it's prudent that we wait until they, you know, they come to some resolution.

Okay. As a follow-up question, since you mentioned traffic stat meetings, I don't see any records, public records, that I could Are these minutes or records available? Anybody know? Yeah, those traffic stat meetings, like CompStat meetings, are internal police department meetings. We need to have confidentiality in order to have the truly frank and honest conversations about exactly what needs to be done.

That's an important part of our operational procedure. But the results that are coming out of those are things that will be communicated out as appropriate. Then my follow-up question would be, when we identify dangerous intersections, like in this case where a child was hit, community boards were notified, my office has been notified, and what is the process that gets escalated to the traffic stat priority list at an intersection needs work, and then how would I know, or how would we know, that it made it to your priority list?

So it's— we take a look at data. I haven't personally looked at that location, but we could certainly get back to your office. But, you know, we'll speak to the borough itself, Queens North, we'll speak to the local precinct and get a number of operations in place, and we'll support the initiatives. But typically we go where the data takes us, where we see spikes and fatalities, injuries, or collisions.

So I can't speak to this particular intersection where the collision happened, but that is typically our response. Okay. Okay. Thank you. Thank you, Chair. I'll have a round 2 questions later. Thank you. Sounds great. Councilmember Santos also, followed by Councilmember Justin Sanchez.

Thank you, Chair. Commissioner Flynn, thank you. First of all, again, thank you for the 17th Avenue Bridge. I'm going to keep thanking you because I'm thrilled. And thank you for sort of being of the same mind on the Super Speeders Act. You know, I think at this point, really advocates are mostly concerned about timeline for implementation. The original hope was May from the state bill that was passed.

Are we looking like that's possible? And if not, what barriers are there to timely implementation? Yeah, thank you, Councilmember, and, and thank you, uh, for, for being such a great partner on this legislation. Um, yeah, we're, we're really proud to have, uh, advocated and championed for the state legislation and, and appreciate the council's partnership to move it forward.

Um, we're very eager to stand the program up as, as quickly as humanly possible. It is a new, uh, very new program, right? This is going to be really among the first in the nation and probably the largest at this scale. So there's a lot of complexity there. There's software and backend stuff. There's also things that are kind of dependent on partners we need to work with.

And just generally the coordination with, for example, Department of Finance, the State Department of Motor Vehicles. And so there may be some aspects of the schedule that are more under our control than others. Our commitment is to do it quickly as possible. You know, I could talk a little more specifically about some of the other schedule aspects, but one thing we would, you know, like to do in any scenario is at least if there are things that are maybe out of our control for the full program rollout, we think that we could at least get some early elements and testing going in the meantime.

Okay, understood. And the other question that I have is is a practicality question, and it goes back to the chair's question about ghost plates. So unfortunately, a large number of these superspeeders have vehicles that are registered in another state. If I understand it, we can at least ensure that the escalated fine that results from failing to install a device— well, first of all, we can order the installation of a device for a vehicle registered in another state, correct?

Correct. Okay. And then the Escalating fine that would be incurred if they fail to install such a device could also be issued, correct? Yes. Okay. But otherwise, the piece of this that is missing is that clearly we can't withdraw the driver's ability to register a vehicle from another state. That's right. I think we can suspend their privilege to drive in New York State, Okay.

Okay. So it could be a license suspension, in other words, which, as far as I understand it, the legislation doesn't call for license suspension. It calls for a failure to register if you are registered in the state. It's a violation. Okay. Well, well, so the, the violations are sort of returnable to TVB. So there's the ability to have an accountability measure.

But to your point, obviously, these vehicles and their drivers are not registered within New York State. So if they are found in New York State, there's the potential for a violation and to go to traffic court. Got it. Okay. And so a true sort of interstate cooperation in terms of a failure— I'm sorry, a prohibition on a re-registration of a vehicle within another state is not possible at this I don't believe so.

I know that there's some language in the law that allows DMV to basically account for the possibility of multiple vehicle registrations in New York State, but interstate, right, that's more complex. Yeah. And it just makes the cracking down on the ghost plates just an even more critical piece of this, I think, which we already spoke about. I do want to turn the remainder of my time to the NYPD.

On a separate matter, which is the issue of drag racing, street racing. I represent Southern Brooklyn. It is a hotbed of drag racing and street racing, and particularly along the Belt Parkway. Notably, at the end of August, there were 3 teenagers who were killed in an extremely high-speed crash. One of the vehicles was registering over 100 miles per hour at the time of the crash.

This may sound shocking to someone who does not live next to the Belt Parkway as I do, but what was even more shocking and distressing is that the night after 3 teenagers were killed in an act of street racing on the Belt Parkway, I could still hear the high speed taking place, the street racing taking place on the Belt Parkway the following night.

And so my office and Senator Gennardis wrote a letter to the highway inspection or the highway unit. I believe it's Highway Unit 2. asking what kind of enforcement was going to be going on because this is a constant problem and I am begging for help. And just if I could have 20 more seconds, Chair. Inspector Schultes responded with a letter detailing some enforcement efforts and it's one of those scenarios where I don't mean to question that work is being done, but I might be questioning that this work is not in fact solving the problem.

Because if I can hear it every single day from my window, something's wrong. And so I'm both begging for help and also asking for some kind of change in what we are doing because it's clearly not working. And thank you for your time. Thank you. Good morning. Deputy Chief Thomas Alps. I'm the executive officer of Patrol Services Bureau.

What you're talking about, car meets, street takeovers, is a high priority for NYPD. We understand that it's a danger to public safety and traffic safety overall. And, you know— Sorry, I think we have to administer your oath. So give us a second. Please raise your right hand. Do you affirm to tell the truth, the whole truth, and nothing but the truth before this committee and to respond honestly to councilmember questions?

I do. You may begin when you're ready. So we understand that it can result in serious physical injury, death, in some cases property damage. and causes violent altercations, and it's definitely a public nuisance. So we understand the priority and the sensitivity behind that. This— the strategy in regards to street takeovers mainly falls under my office, and then I chair a weekly meeting with executives across the borough.

We discuss deployment strategy and the latest intelligence. So we gather information from sources of information as well as open sources, and then we look to identify critical locations of where these incidents are happening. In response to that, we've installed LPR cameras at these locations as well as covert cameras. This will allow us to immediately identify that these groups are forming and we can respond quickly even before a 911 call comes comes in.

The LPR cameras are for intelligence gathering and prosecution on the back end to help us identify these individuals who are engaged in this illegal behavior. So, you know, we also coordinate with our adjacent law enforcement agencies in Nassau County and Westchester County. That's seamless because they're having similar problems that transcend and come into the city. We have multiple bureaus that are attacking this issue to include Patrol Services Bureau, our community response teams, the intelligence bureaus heavily involved in it, as well as we have tow trucks, we have drone teams, we have aviation, and we have our highway district.

So it's a multi-bureau approach within NYPD addressing this. What are the results? You look at January 1st, 2026 to April 18th, 2026, NYPD responded to 271 documented street takeovers or car meetups. Sorry, was that citywide? Citywide. 271 in what period of time? From January 1st to October 18th of this year. So 271 total rideouts. That's an 11% increase from last year.

We made 170 arrests, we issued 1,572 summonses, and we seized 291 vehicles. That's a 161% increase in arrests, 246% increase in summonses, 104% increase in vehicle seizures, while again I said that the number of car meetups and street takeovers have increased by about 11%. So this is a high priority for us. We do have dedicated teams that will go across borough boundaries and precinct boundaries, and we've moved throughout.

We can surge anywhere between 60 and 50 cars at a moment's notice to take these over. They're very dangerous to the police department. We've had many instances, not a couple, many instances where these individuals ram our cars and ram and physically assault our officers and ram our officers. We had shots fired incidents. So we understand the danger of it.

And the police commissioner has sent a directive. This will be addressed. And we are doing that. Okay. And again, I see that the effort is taking place, but for some reason the Belt Parkway, at least in the Bay Ridge section, it's— I can tell you by my ears every single night it's not being solved. So I appreciate the efforts, but again, I'm not questioning whether work is happening.

I'm saying is it working for where— for my district? And I'm telling you it's not. So I don't know what further actions we can take, but it really is, you know, a dire, dire need. Well, let's, let's bring attention to Bay Ridge and to the councilmember's district, please. Thank you. And to Coney Island as well. Wherever, wherever it's taking place, please, please help out the councilmember, please.

All right, we're now going to move to Councilmember Justin Sanchez, followed by Dinowitz.

Thank you, Chair. I want to go back to towing capacity. First, you said that DOT's towing capacity is sufficient. What figures is DOT relying on When it says capacity is enough, can you— can the agency give the council the number of tow requests last year, how many were completed, and the average response times by borough? Thank you, Councilmember.

Yeah, so just to clarify, again, we tow vehicles out of the way when we need to work on a street for more enforcement-type towing, I would defer to PD. If you're asking, I guess, about the towing DOT does, I believe it's sufficient, but we could circle back. PD, same question. I'm sorry, what's the question? The question is, it was stated that the towing capacity is sufficient.

So what figures is PD relying on when it says they have enough capacity. Can the agency give the council the number of tow requests it had, how many were completed, and the average response times by borough? Okay, so the second half we'll get to you after this, but I do want to say, as was mentioned earlier, we don't have a Manhattan tow pound, but we do have 3 tow pounds around the city: Brooklyn, Bronx, and Queens.

Brooklyn tow pound, vehicle capacity 392, That's the vehicle capacity. Bronx Tow Pound, 350. Queens Tow Pound, 250. And it is sufficient. If we're over, typically, in my experience, maybe about 60+ vehicles. But again, I've testified to this. For the most part, these vehicles are in and out. So when we're talking about sufficiency, there is a rampant and growing unlicensed towing industry.

Gothamist found that there are 700 unlicensed tow trucks in the city. Would you agree that the size of this illegal fleet suggests that capacity isn't where it needs to be? We don't handle that in the NYPD. That doesn't fall under our— Yeah, we don't do the licensing of tow companies. What I will say is what Chief Obe said, which is that when a summons is written, the vehicle needs to be towed.

In those circumstances, we're able to tow the vehicle. We would love to be able to replace that Manhattan facility. It's something we're working hard to do. But, but it presents its challenges, which, you know, some of which are very obvious. So if I'm understanding correctly, you're saying that the towing that we need in the borough, all of the cars that need to be towed that have, you know, kind of just sat there for time, we don't need to do anything about them?

I don't know if you want to speak to something specifically about— It just seems like one of the biggest issues that all New Yorkers complain about, and I think the Chair also brought it up, was that we just have cars that need to be towed, but they never seem like they are towed. And now we're hearing that we have the complete capacity.

And I know when I'm dealing with trucks that need to be towed and I'm calling my PD station, I'm told that we don't have the sufficient capacity to tow all of these vehicles, to do all of this work. So I'm just confused on what is sufficient. Like, what are— what is sufficient? The number of cars that we have in the tow pounds is sufficient?

The number of cars that we actually need to be towing? What is sufficiency to the agency? So 2 things I'll say. First, we'll come visit you and take a look. We'll do a walkthrough of your district just to get a sense of what you're— what's happening there and We'll help you with some towing issues. The second thing is we don't tow just to tow.

We tow for violations for the most part. So I talked about ghost plate enforcement. Our tow operators will go out there, respond to community complaints, you know, and then we prioritize towing. If you have a vehicle that's parked in front of a fire hydrant, that needs to go rather than towing a vehicle that's parked in front of a parking expired meter.

So we prioritize it, but we don't— I'm sorry, can you We repeat that? don't tow just to tow. We also can't tow our way out of the towing problem. But we can certainly meet with you and, you know, we'll visit your district and work with you. Thank you. I'd appreciate that.

I want to move on to— wait. You have 40 seconds. Okay. I want to move on quickly. I will need round 2. I want to move on to containerization and Vision Zero. How does DOT triangulate Empire bins with the Vision Zero framework? For example, a stationary on-street container looks like it could be in the daylighting areas. Have we or are we considering that?

What is happening there? Also, can you talk to us about what's happening with daylighting parking? How are we holding drivers accountable that are parking in these daylighting zones, and what can we do? You have put up these plastic little things, but they drive over it. Thank you, Councilmember. Yeah, there's a few dimensions there that you highlighted. I think, and in a way it also relates to the last conversation, I think perhaps around some of the aspects of towing.

There's so much happening at our curbside, right? And that's why we're excited to be creating this Office of Curb Management, which we're currently putting together, and we're going to have more to share there. But their job is really to be looking holistically at all these different dimensions, which in the past would have been handled at different parts of DOT.

And so for containerization specifically, that's something that we're communicating with DSMY pretty constantly, actually. It's one of the bigger efforts going on right now that impacts us on the curb, and I'd say we have a great collaboration with them. I think some of the bins may be too high to actually put to use for daylighting because they would actually impede the visibility.

So it depends on the situation. But definitely we want to be thinking creatively every time we're putting something on the curb. Can it also serve a safety function or provide some other benefit? Right. So, you know, absolutely. Can you just speak a little bit about what's happening to hold the cars accountable that are in the daylighting zones right now?

Yeah, that, you know, and this is one of those, this is one of those things that we're always continually trying to sort of build upon, right? We want to build— there's an urgency to rolling out safety improvements citywide. And to do that, it means building things quickly. But then when we build things quickly, they may have some of the issues that you mentioned.

And so, you know, over the long run, we want to keep moving towards both a higher quantity but also quality. And that's sometimes why I talk about this in the context of some of our discussions around different kinds of targets. We want quantity and quality. And so in this situation, we're always evaluating how is it being used, how can we continue to improve upon it.

And, you know, so in the case of these like painted curb extensions with the flex posts, is it— maybe it's an enforcement thing we can work with PD on, or maybe there's a design solution we can keep innovating. It depends on the situation. Is there any enforcement right now? We're continually collaborating with PD on enforcement. So is there a method for enforcement right now?

Like, are cars getting tickets? That seems like a question for PD to answer. Daylighting cars that are parking in the daylighting areas, what is What is the enforcement looking like? Are they getting tickets? I can't speak to daylighting. I can speak to enforcement generally. I don't know that we ticket vehicles as it pertains to daylighting, but just in general.

Maybe a conversation to be had with DOT. I think the councilmember raises a good point, especially as the administration is expanding daylighting, that we're also, in terms of increasing summonses and violations, that we're also accounting for ticketing for cars at daylighting.

I'll now move it over to Councilmember Dinowitz, followed by Ressler. Thank you, Chair. This is a very interesting hearing because the one hearing testified today is extremely different than what I'm experiencing in my community and my constituents are experiencing. So it is interesting to hear that you have towing capacity because Webster Avenue, Goulden Avenue, the service road of Henrietta Parkway are a mess.

And we have heard that there's no capacity for towing or heavy towing. So I would love to continue that conversation with you further and Chief Obey why we are getting different reports from different people in PD about what is and isn't feasible to clean up our neighborhood. So I appreciate the testimony and look forward to speaking with you sooner.

But I do want to ask the DOT, you know, there are You testified you're concerned about certain legislation. You know, you want the flexibility to be able to meet the needs of the city, and I appreciate that. And I think in normal circumstances, that would be normal testimony. If these ballot proposals pass, you will be given more authority to, in my view, ignore the community, which is actually the experience we have now.

And it is deeply frustrating because we want simple things. We're not asking for hundreds of miles of bike lanes or bus lanes. We want some stop signs, and we want some speed humps. We requested a speed hump on Richardson Avenue over a month ago. No response. No response from the Department of Transportation. We requested a 2-way stop on the service road of Henrietta Parkway about a month ago.

Not even acknowledgment of receipt. And of course, as I've mentioned at this hearing before, stop signs in North Ruda that were rejected at a hearing just like this. I was— it was committed to me. Thank you. that we would get data associated with that, including velocity, the speed of the cars. As to why those life-saving signs were rejected, we received no information despite follow-up.

I am just simply wondering if there is an affirmative policy to ignore councilmember and community requests, or if that is a problem with the culture within the DOT. Thank you, Councilmember. I want to apologize if there's been any gaps in communication. We really, we recognize just how critical community input and feedback is to the work we do because we know the work we do is so tangible and really does impact people's day-to-day lives.

So we take, and I personally take, that responsibility very seriously. That said, you know, I know there's always room for improvement, so we're going to definitely take this feedback back You know, with some of the specific traffic control requests you mentioned, we do get a large volume. And I know that, you know, there are criteria we have to use so that we can be objective.

I believe that. I want to be clear, I'm not talking about the criteria, although in one case I am. In the COVID letter— this was 2 years ago we got this report, I know, before you— the COVID letter said we considered velocity. The report itself did not list velocity. I asked for that data. from this administration did not receive it.

And I'm not talking about what the data say in the other cases. I'm talking about acknowledging receipt and continuing a conversation despite follow-ups from my office. We should absolutely be acknowledging receipt. So I'll certainly look into that. And it's, it's a weird bare minimum to be asking to just acknowledge receipt. And as I've mentioned at this hearing before, It is unfortunate that the only time the DOT seems to act with urgency is when they want to do a project like a bike lane or a bus lane, and by the way, do not take community input into consideration, or if there is a crime like a woman getting run over by a bus or a rape, which are the 2 instances I can remember the DOT being responsive.

And it shouldn't take that for the DOT to be responsive to a community. And, you know, we in my community are at our wit's end to try to just get a few safety measures, or at least start the conversation about that. I want to go back to enforcement. I would just like to note here that at 231st Street, we've had meetings with DOT, NYPD, MTA about enforcement on 231st Street and Broadway regarding cars parked or standing in the bus stop, contributing to a significant amount of traffic. slowing the buses down, which I know is a big priority of this administration and of my community members.

And the response we got was, well, we'll do some enforcement, but we have automated bus enforcement, so we don't really need to. That was sort of the message that I got. Every time I go by there, there is at least one car or truck or cart in the bus lane. I'm requesting here at this hearing enforcement. I'm also requesting enforcement on Gun Hill Road Where you installed a new bus lane, and we warned you people would be parking in double parking, clogging up traffic.

The DOT told us it wouldn't happen. Of course it's happening. We're requesting enforcement on Gun Hill Road to make sure traffic runs smoothly, especially— if I could just finish the thought, Chair— especially as we are considering a rezoning on Gun Hill Road to provide much-needed housing to our city and to our community. Thank you. one of the big holdups is the traffic.

When there is no enforcement, it makes traffic worse and disincentivizes a community from getting on board to building additional housing and a denser neighborhood. So I cannot impress upon you how important it is for you all to be responsive to our community, to take our needs into consideration. Thank you. Thank you, Chair. Thank you, Councilmember.

Uh, we have Councilmember— first, I'd like to recognize we've been joined by Councilmember Juan. Councilmember Ressler, followed by Juan. Thank you so much, Chair Abreu. Uh, you've been doing a terrific job with this committee and really appreciate your leadership. Um, before I shift to DOT, I do just want to say, um, when we reach out to the NYPD Transportation Division, we get really swift response.

And so I really want to thank you, Chief Obey, for that. You've come out to my district several times, and I especially want to thank your XO, Chief O'Sullivan, who is like one of the most superb public servants I've had a chance to work with. So I really just want to thank you for everything you do. Thank you.

And for being such a great partner. Thank you. And Commissioner, good to see you and the team from DOT. I just want to highlight a few areas that have been of particular concern to me. And actually, you know, before I do, this is both a PD-DOT question that we've been trying to get an answer on. The NYPD crash data on open data hasn't been updated since June, I don't believe, unless there was an update in the last week.

There is a note on the page saying there was an automation in progress, and It was expected to be completed in August. Does anybody at the dais have a timeline on when we're going to have that data back online? And I'd love the answer to be today. We'll get back to you as soon as we can on that.

Okay. It hasn't been updated in 5 months. We'll look into that and get back to you as soon as we can. How soon? As soon as we can, Councilmember. Do you think you'll send me an email this week? We'll give you an update about what that timeline looks like this week. Yes, I can get back to you on that.

Okay. I'll accept that. Thank you very much. I look forward to that.

Now we'll shift to fun DOT stuff. Pedestrian space. The Vision Zero plan included some minor references to pedestrian space. Expanding space around subways, bus stations, busy sidewalks is essential to making sure pedestrians have the space to move around our streets safely. More than half of New Yorkers do not own a car, myself included, but 75% of our streets are devoted to storing and moving vehicles.

Does DOT support expanding pedestrian space by 1 million square feet per year? Commissioner. Thank you, Councilmember. Um, we're— as you noted, this is something we've been really prioritizing and working hard on, uh, the last few years, uh, expanding pedestrian space, both actual full-time pedestrian space but also, uh, you know, open streets and, and other creative use of space that may be more based on events or different, uh, part-time of the year.

And that's why we included it in the Vision Zero plan as one of the initiatives, is to really for the first time have an actual coordinated program around pedestrian districts and pedestrian priority zones. So we're very supportive of the idea of continuing to expand pedestrian space. Okay. I didn't hear a yes or no on the million square feet, but I heard an enthusiasm for pedestrian space, so we will keep working together on that.

On lighting, this has been one of the areas that I will admit I have been most frustrated with the Department of Transportation. The Vision Zero plan includes some references to improving lighting. Last year we passed Local Law 178 of 2025 that requires DOT to install pedestrian sidewalk lighting on 300 commercial corridor blocks per year, places like Atlantic Avenue in Brooklyn.

The law takes effect January 1st, 2027. Is DOT prepared to start installing lighting compliance with this new law in January, and do you have the resources to do so? Thank you, Councilmember. You know, I can say since I started in this role, it's become very clear to me just how much lighting affects the daily lives of New Yorkers.

It's come up in almost all of my conversations with elected officials and partners, communities, and I hear that. You know, I think what I can say is that what we're seeing is that a lot of the infrastructure out there is showing its age. And some fixes can be done very quickly, and then others are more complex. Sometimes it's aging cables and bases to the lights.

Some of them are just so old that they need a full replacement of the light. So we've been working to expand our contract capacity, and this has been a big area of focus for me and our team, is just really being able to be more nimble and expand our ability to I am happy to hear that it's been a priority for you.

I will say I think it's one of the areas that undermines goodwill and confidence in DOT when lights don't get fixed in a timely manner. And when we have lights that are dark, it undermines our safety. And we light for the streets and not the sidewalks when most of us walk. And so I really think this is an area we need to prioritize.

We have not yet heard whether DOT has the resources they need to comply with this new local law. I think they do. So I would welcome a briefing on that and how you're improving lighting. Similarly, we have significant challenges around streetlights. So not the lights on the streets, but the lights at the intersections, if I made that distinction clear.

In the MMR, the average number of days to repair a streetlight increased from 5.3 to 8.5 days. For years, years, it was under 3 days. What's the reason behind this unacceptable delay, and does DOT have a plan to bring that time back down? So it's, uh, it's still a requirement that our contractors need to evaluate repairs within 10 days at each location.

But like I said, some are more complex. We were having some challenges with some of our contracts and the ways that we, uh, we fix streetlights. Um, you know, I, I think what you said is spot on. If I would paraphrase, I think something the mayor says a lot, right? It's like, uh, the public needs to see that we can address the small things, to trust us to do the big things, right?

And we take that very seriously. And that's why, yes, the answer to your question is yes, this is a focus area, and we're working very hard to improve here. If the Chair allows, I'll come back for round 2. I'll just say in conclusion— I'll just say, you know, we're thrilled about many of the street safety projects that are happening across our district.

Work started on Adams Street yesterday. McGinnis is just about completed, making the area in Eastern Greenpoint around PS 110 safer with the new innovative diverters that you all are installing. These are transformational projects that will save lives, dramatically improve safety across our communities, and I am deeply grateful for the leadership of DOT. It— for the first time in years, there's no political resistance at City Hall.

You guys are able to just plow ahead and do the work and make the improvements happen that we all need to see around our districts. I do want to continue to harp on these operational issues— street lighting, and, you know, are— and the intersection, the streetlights are really important issues that I don't think have gotten the attention they deserve at DOT over an extended period of time.

Fixing this stuff is hard, but it's really important, and I'm eager to see progress. The MMR did not yet show that progress, and so we're eager to get some updates from the agency on how we can turn things around. I'm going to come back for round 2, but thank you so much again, Chair. Thank you so much, Councilmember.

You know, these are conversations I've had with the commissioner regarding streetlights and the need to see— and the eagerness on our part to see a change. We will be having a hearing on public realm in the next few months that will include streetlights. I'll just tell you, Chair, for your awareness, like, we advocate for years, you know, to finally get DOT to study an intersection, to analyze it.

They'll approve it, and then it's another 8, 12, 15 months before the streetlight actually gets installed. It took me a few years to get a streetlight being— to be placed in front of a dog run, literally for like 3 years. And, you know, we, we, we will get to the bottom of this. It's one of those— it's a big area that's— it's related to crime, it's related to street safety, it's related to a host of other issues.

And you're right, Commissioner, getting the small things done restores our faith and, you know, our constituents' faith in government that we can also get the big things done. So more on that to come in the next few months. I will have some questions now for BIC. I'd like to turn it over— before I do that, actually, Councilmember Juan, my apologies.

Okay, thank you so much, Chair Abreu. I want to bring it back to the Vision Zero Reimagine plan that the mayor revealed on September 15, 2026. The advocates and I are still extremely disappointed that the mayor has walked back on his campaign commitment to support universal daylighting. And I know that we're going to have the bill heard at another hearing, but for the Vision Zero Reimagine plan, it commits to daylighting or better, in air quotes, verbatim, at 1,000 intersections per year.

Can you please define what better means and quantify it or qualify it and what metrics you will use to define that as daylighting or better? And does this include non-physical infrastructure? For example, would solely a leading pedestrian interval count? And does 1,000 intersections mean safety treatments at all crossing locations within those 1,000 intersections? Thank you, Councilmember. You know, I think the starting point to answering that is really about the outcomes, and that's really what we're after here.

So with the daylighting or better, it's based on the actual analysis we've done on how these treatments can reduce crashes basically or reduce the severity of crashes. And a lot of that depends on the context of each location. If it's a narrow street, a wide street, one-way, two-way, we see, you know, basically the other things we're including there as under or better in certain situations could deliver even better crash reduction to daylighting.

And that's why we're defining it that way. Can you give us a clear example of what qualifies as better than daylighting? Sure. And there's a longer list, but it could be a new traffic signal. It could be pedestrianization of a street. There's a very wide range of things that we've studied that, as the Commissioner said, in the right circumstance can provide better outcomes than hardened daylighting.

So we absolutely have a strong commitment to doing more hardened daylighting and setting new highs for how much hardened daylighting We're going to do. We just want to be clear that it's not the only safety treatment that we have in our books, and we want to make sure that we're doing the right thing in the right places to get the maximum safety benefit.

And the 1,000 intersections are all crossing locations within those 1,000 intersections? How are you quantifying 1,000? So we would do a safety improvement at that intersection, and when we do that, we look at what's, you know, where is it needed most. So that still doesn't answer my question. How are you quantifying 1,000? If we do safety improvements at that intersection, then it counts towards the 1,000 intersections.

But what we're asking is, does 1,000 intersections mean safety treatments at all crossing locations? I think it's going to depend on the intersection. As Deputy Commissioner Beaton said, we approach each location individually because we want to maximize the safety benefit. And so it's around looking at the crash history, the crash data, what kinds of crashes are happening.

You know, is it turning issues? Is it like T-bone type issues? That's going to suggest what the right treatments could be. And so at some intersections, it might be all the corners or all the approaches. At other intersections, it may be like a major road, you know, intersecting with a minor street. So that might look different. So could DOT provide us with a process map or a decision tree on how you determine what is better and what should be treated per intersection for this new Vision Zero plan?

I'm happy to talk to the team. Okay, great.

Concrete curb extensions are one of the most effective tools to reduce pedestrian crashes, slowing turns, daylighting corners, and shortening crossing distances. They're extremely common in most cities, yet in New York City, installation has been extremely extremely slow. How does the Vision Zero Reimagine plan intend to speed up these vital concrete curb extensions? That's a great question. Thank you, Councilmember.

We love curb extensions as well because they really do deliver multiple benefits from safety to public space, potentially for greening and trees. And you're right that they're more challenging, right? When we talk about our quick-build toolkit, it often doesn't include that, and that's because by the nature of being at the curb, they affect drainage along the gutter, and often the catch basins would need to be relocated.

So something that I've talked about, and I think we'll have more to say about it in the forthcoming streets plan, is that we want to be able to do more, both quantity and quality. And part of that is how do we do more permanent-type infrastructure with our in-house resources? And that's something we're examining closely. We're having great conversations with DEP, and it's— yeah, that's an area of focus for us.

Under Vision Zero Reimagined, will DOT commit to prohibiting vehicles from blocking curb cuts at unmarked crossings at T-intersections? If not, why not? So that's not something that's specifically in the Vision Zero Reimagined plan. It's something that I know was brought up in the last administration, but was not— the rule was not fully adopted. And so it's something we can talk a little bit more about going forward.

So yes or no? To be honest, that wasn't on my radar yet, so I think I need to check with my team and understand the history, and happy to take a closer look at it. Okay, we'll follow up. Thank you. Thank you. Thank you, Councilmember.

I was going to go to BIC, but since we're on the topic of daylighting, I want to stay there for a second. Can you walk me through the anticipated timeline for meeting the administration's daylighting commitments? And by that, I mean the annual commitments. Right. So the 1,000 intersections are better. While it technically would apply starting next year, we do expect that we'll be meeting it this year as well.

So we, you know, this is something we want to do every year going forward. And as the commissioner said, do more, do it better. You know, we think that this intersection safety is a critical part of delivering Vision Zero. So we want to make sure that we're meeting or exceeding that target. So just making sure Vision Zero Reimagined, those target goals are set out Beginning in 2027, not as of the announcement date?

Yeah, each goal might be a little bit different, but typically for a report that came out in the fall of 2026, it mostly looks ahead to future years. But we have been working on it, and wherever we can, including on the 1,000 intersection number, we do want to meet it this year too, and we are working towards that.

Since the report was released, how many additional intersections have been daylighted? We would have to get back to you on that specific number and timeline. But we do track all of this. We hope it's happening. How many intersections have received daylighting at the entire intersection, and how many have received daylighting on approach? What are the benefits of installing daylighting on approach, and when does DOT determine to use daylighting on approach?

Sure. And, you know, it always depends on the details of the intersection. But in general, what we see the value of hardened daylighting is, does tend to be on the approach to intersections, because that's where the visibility is usually most limited. So, you know, as we think about where we can best use our resources to provide safety, you know, that is one of the places that we focus on with hardened daylighting. 6 months from now, how many intersections can we expect to Should we see 500?

600? 6 months from now will be, I guess, sort of through the winter and early spring. So that's not typically when we're implementing as much. We tend to look at the year. But— So it's not prorated necessarily? Yeah, I think it's hard to break it down that way because it's sort of like that over the course of the year.

But we're fully committed to this commitment that we've made. So we're expecting 1,000 next summer? Correct. I don't want to hold you to that. Over the full year. Yeah. Our construction timeline is between about April and early November. And so absolutely through the entire construction timeline. And will the initial investments in daylighting be focused in particular geographic areas?

And how will DOT ensure that daylighting interventions are distributed Distributed equitably throughout the city? So it's based on a combination— it's based on the data fundamentally, and so we want to put these treatments where they can have the biggest benefit. But the other core driver of our work program is what we call our priority investment areas, which is our equity framework, and we'll have a new map basically as part of the New Streets Plan, and we really prioritize the lion's share of our investments in— there's 3 tiers, so in the first 2 tiers in particular, and that's basically what's driving those investments.

So it's a combination of the data telling us where can they be most effective, but also which neighborhoods really have been historically disadvantaged. Other cities throughout the country have implemented daylighting to increase visibility. Including ones with similar population density as New York, such as Hoboken, New Jersey. As the city begins to increase its daylighting commitments, has DOT been in communication with other cities that have had successful daylighting rollouts?

Yes, we're always talking to our industry peers and we're always trying to learn from them. You know, I think Hoboken's done a lot of great things. They have some unique context, things that are a bit different from us, but that doesn't mean we can't learn from them, and we are. Thank you.

I have some questions on enforcement— question— some questions on enforcement for BIC. I'd like to turn to truck side guards. Side guards are lateral panels that cover the space between a truck's front and rear wheels to protect pedestrians and cyclists from being swept into the truck after a side impact collision. Side guards are proven to keep vulnerable road users safe, and since 2023, they have been required on all tradeways vehicles in New York City with a gross vehicle weight rating over 10,000 pounds.

On September 18th of this year, a teenager was killed and another was injured after they were, they were hit by a hydro excavation truck while biking in the East Village. We later learned that the truck that had hit them did not have the required side guards because it had been granted a waiver from BIC. If side guards are such critical safety issues as we know them to be, can you help me understand why BIC would waive that requirement for any truck under its jurisdiction?

Thank you, Chair. I'm happy to take the question. It was a horrible tragedy, this accident, and my heart goes out to the family of the young girl. We don't want any collisions like that to happen on New York City streets. And BIC, along with our Vision Zero partners, are doing all that we can to bring that idea of Vision Zero into reality.

As you said, sideguards are rails or panels that you affix to a vehicle to help close that gap between the front axle and the rear axle. And sideguards were not really a thing in the United States. New York was one of the pioneer cities to introduce sideguards to various vehicle fleets, including the ones that BIC regulates. The national standards around— and side guards are just one of several tools to help ensure safety for these large heavy vehicles.

There are other safety requirements that BIC has which complement side guards. Side guards can't prevent collisions. They can only mitigate the damage when a collision takes place. In this particular instance, a waiver was granted, and that's because the national standards around side guards recognize that while you want a side guard on a vehicle that does have that gap between the front and the rear axle, there are some vehicles that cannot support side guards, and there are some vehicles that already have infrastructure on the vehicle such that there is no gap between the front and the rear axle.

In this particular case, the company that was involved in that collision had applied for a side guard waiver with BIC. And it had submitted information. We review each application individually because every vehicle is different, and we confirmed that vehicle did have incorporated features between the front and the rear axle so that there was not that same type of gap between the wheels and under the vehicle that we're usually concerned about with side guards.

So that was an appropriate application of the waiver process. So in this instance, they had a different feature, you're saying, that justified the exemption? Yeah, this was not a vehicle that had a huge open space between the front and the rear axle and underneath. This was a vehicle that had devices, a fuel tank, a toolbox that eliminated that space between the wheels.

And according to national best practices and industry standards, it was an appropriate candidate for a waiver of a sideguard. And it was despite the way that the truck was constructed. Was a sideguard not compatible? For this particular vehicle, each vehicle needs to be looked at individually. For this particular vehicle, a sideguard The vehicle would not support a side guard?

It would not support a side guard. Is it BIC's position that a truck without a side guard in this specific instance is safe to operate in New York City? I can't speak to that particular incident. The collisions that happen on the road that end in fatalities, as we talked about earlier in this hearing, are investigated by the Police Department.

But our view is that any vehicle, as you said, over that particular weight, that's a trade waste vehicles should have a side guard because side guards help promote safety. But if the vehicle cannot support a side guard, then a waiver may be appropriate. But we want to make sure that all vehicles, whether they have a side guard or whether a waiver is appropriate, are also engaged in other safe practices.

So BIC has requirements that govern convex mirrors. BIC has requirements that govern clearance in the windshield. BIC has requirements that drivers do a daily safety inspection of the vehicle before they go out on route every single day, and they keep a copy of that report in the cab. So we have a full wrapper of safety requirements to help get us closer to the Vision Zero goal.

Thank you for that. Would a truck that has a side guard be safer than the truck involved in this situation? Again, not appropriate for me to comment on that particular incident. But you could have a vehicle that has a wide-open gap underneath it, and if there's nothing there and if the vehicle can support a side guard, a side guard should be installed.

That's the harm that we're trying to prevent. But if you have a vehicle where the design of the vehicle can't support a side guard and/or where the vehicle has equipment— it could be an additional axle or 2 or 3 additional axles, it could be a toolbox, it could be a fuel tank. If it's eliminating that gap, if it's closing up that space, that is safer than a vehicle that has a wide open space underneath it.

Right. But is it safer than a truck with just a side guard? I'm sorry, can you repeat the question? But is it safer than a truck with a traditional side guard? I think if what you're asking is if a truck with a traditional side guard is safer than a truck that has other equipment in that same zone.

I couldn't comment on that. It's so truck-to-truck specific and it's incident-to-incident specific. We just want to make sure that there's as much coverage there as is possible to promote safety. So you were going into the bases for which BIC would issue sideguard waivers, and this example is one of them. Are there other examples where a sideguard Exemption would be appropriate?

Sure. Many of the trucks that fall under BIC's regulation are trucks that are used to remove construction and debris, not traditional waste, but we're talking about heavy-duty construction debris, and those are dump trucks. We regulate a large number of dump trucks, and if you look at the average dump truck, it doesn't just have a front axle, a rear axle, and lots of space in between.

It usually has additional wheels Including something that's called a, like, a third axle, a triaxle, which is a wheel that is used to help the vehicle navigate uneven terrain. And so there's a series of these wheels. And a triaxle vehicle, the vehicle moves in such a way that if you install a side guard, it would— the side guard would break when the vehicle wheel turns, or the wheel could get damaged.

So we— one of the things that we require when we ask for when we receive an application for a waiver is, if we need— if we don't feel like we have enough information, we will ask the company for more. They may send us a mechanics letter that explains just what I explained to you, that the vehicle, the dump truck for example, can't support a side guard.

So that's one example of a type of vehicle that's different from the one involved at 14th Street. Does BIC ever revisit or reevaluate a waiver after it has been issued, and has it ever being rescinded at any moment? We have revisited waivers that have been granted. And what it's allowed us to do is have an iterative, ongoing conversation with the company.

So we may take another look at where we've given a waiver and said, you know what, there is still a 1-foot space, for example, between the step to the cab and that gas tank. And can you install a modified side guard in that limited space? And we will keep working with the company until they do so. And we've had success in that regard.

Sounds like you know a lot about side guards. How many trucks under BIC's jurisdiction currently have a waiver? Okay, so we have about 7,000 trucks under our— Sorry, say it again. We have about 7,000 trucks that are under our jurisdiction that we have licensed, that we've granted, that we've given plates to. As I mentioned, the largest share of that are not traditional trash trucks that you'd throw a garbage bag into.

The largest share are C&D, construction and demolition, what we call Class 2 vehicles. These are the heavy-duty vehicles, and most of those Class 2 vehicles are dump trucks. And those dump trucks, like I said, often have additional axles. So about half of the vehicles that we regulate have waivers, and most of those are these dump trucks. Okay.

All right, so you're saying of the waivers given, most of them are dump trucks? Of the waivers given, the largest share are dump trucks. What are some other types of exemptions given for non-dump trucks? So, right, so the vehicle that was involved in the 14th Street incident For example, was not a dump truck. It was a truck that had this, my understanding, and please correct me if I'm wrong, like a high-powered vacuum that's used involved to kind of clean up street debris when there's construction or tearing up of a street.

That had a toolbox and it had a fuel tank in that area, and that's why it couldn't support a side guard. There are many different designs of trucks. I don't want to give you Dump truck is the easiest category because many of them do have those features I mentioned. But there can be a host of types of vehicles on the road where the manufacturer who builds the vehicle decides to put things underneath the truck in those spaces.

Do you know how many of those trucks that were granted waivers have been involved in collisions with pedestrians or cyclists since 2023? I do not have that information. Or how it compares to those with It's a good question, Chair. I will see if we have the data that allows us to break it down that way with respect to collision involvement and whether they had a sideguard or a waiver.

We'll have to get back to you. I think it's slightly disappointing to not have that information. Very disappointing, actually. to not have that information. Please get it to us as soon as you can. And how does BIC enforce the sideguard requirement for trucks that do not have a waiver? We are regularly engaged in a variety of enforcement measures.

So we regularly visit the yards and garages of companies that we regulate. If we see a vehicle that looks like it should have a side guard and it does not, we will review and see, was there an appropriate waiver here? And if it was not, then that can result in a violation. We do joint operations with NYPD, with the state, and with other agencies across the entire city.

Operation Safe Drive is what we call it, where we will pick a high-traffic corridor and we will pull over trucks. And we'll do a full vehicle inspection to see, do they have a side guard if they need one? Do they have a convex mirror? Are they filling out their daily inspection safety reports? So there's a lot of in-the-field work that we do to check, is this truck following all the safety regulations it's supposed to?

Have you— what is the number of violations have you found, if you have any, for those for those who do not have a waiver and were found to, to not have a side guard? That's data I would have to get back to you. I would also need that information. Uh, do you know how many licenses have been revoked for those not having a side guard?

I, I may be wrong, Chair, but my understanding is— one second. Um, we have 99% compliance with the sideguard waiver. So it would be very few where there have been violations of noncompliance with the sideguard rule. It's been less than 80 over the past several years. We're talking about, again, 7,000 vehicles in the entire fleets that we oversee.

Since the sideguard rule went into effect, there have been less than 80 violations. So this demonstrates that the companies are either following the sideguard rules and we are working with them when they— we need an alternative like a modified sideguard or a waiver. Thank you. Thank you. Now I'll turn it over for questions for DOT.

So this administration has touted its Vision Zero progress, citing record lows in overall traffic fatalities. However, traffic fatalities are up 86% How does the administration explain this discrepancy? Are our streets getting safer for car drivers but more dangerous for cyclists? Thank you, Chair. So I guess just to be clear, we're seeing an overall downward trend for traditional cyclists, where we've seen that growth this year is for e-bikes and stand-up scooters, and that, as you know, from the last hearing, is a big area of focus for us.

Generally speaking, what we've been seeing is crashes and fatalities from what you might call traditional users have been trending in the right direction. And then as the industry evolves and things change, we have to keep evolving in response to those new challenges. Recent trends in vehicles, such as larger hood sizes and heavier overall weight make cars safer for those driving them but more deadly for other road users.

What is DOT doing in terms of advocacy, education, or other investments to address this issue? I know we can't regulate size of vehicles in this city, but the harm to folks on our streets is— it's pretty big. It's really alarming, Chair, yes. And I know the New York Times, for example, did a really good article on this topic a few months back where they visualized the growth in the average vehicle size over the last few decades.

This is very much on our radar. As you mentioned, you know, it's something we have a little less control over, but we want to use our position to advocate and to see where we do have some policy levers to really incentivize safer vehicles, which in general are smaller vehicles. And just to add, in terms of what's under DOT's control, obviously, you know, we're concerned about the role of the wear and tear on our assets as it relates to milling and paving and other repairs that need to be done.

So we're thinking a lot about truck usage. So we are— we have a freight unit and we are investing their work to help shift freight from large heavy vehicles to other safer modes such as cargo bikes, rail, and waterways through initiatives like the Blue Highways, and working with organizations such as IIHS to develop federal safety standards for freight vehicles as well to prioritize vulnerable road users.

Transportation Alternatives recently identified a list of 50 boulevards of death, streets that make up just 4% of the city's street miles but that account for more than 20% of traffic fatalities. Have you studied these boulevards of death, and do you have an understanding of why these particular streets are so deadly? Absolutely. Looking at the highest crash corridors and locations is really at the core of our Vision Zero work.

And obviously, by its nature, it's always a moving target, right? If we address one of the top most dangerous corridors, then And you'll just keep going down the list. And so I think like Queens Boulevard is a really interesting example where it was the original, I guess, boulevard of death, right? And there was a sustained effort both through quick— quicker changes and then long-term capital projects to improve it.

And we've seen a 90-plus percent drop in fatalities on Queens Boulevard since then. Obviously, big streets like that will continue, though, to be a challenge just by their nature. doesn't mean we won't come back and make more fixes. But the short answer to your question is yes. And that's really the purpose of the Vision Zero priority corridors.

Can you speak to what DOT is doing to prioritize investments in the boulevards of death to make them safer for pedestrians and cyclists? Sure. And this speaks to exactly why we put out and update our Vision Zero priority corridors, because it allows us to focus our work in those places where crashes are most frequent. And so we bring the whole toolbox to those streets, right?

Those include physical redesigns, it includes working with NYPD on enforcement, it includes automated enforcement, includes looking at the traffic signal timing. That when we have a street that has been identified as unsafe, we don't want to leave that untouched. We want to make sure that we are always looking at those most crash-prone streets and doing everything we can to bring down.

And if we bring it down, then there's another most crash-prone street, and we're going to go after that one. I mean, look, 20% is a big— it's pretty, pretty big for only 4% of the city's street miles. And so it sounds like a worthy focus and worthy investment for our city. So I hope that this administration remains committed to addressing the 50 boulevards of death.

Leading pedestrian intervals, or LPIs, are when the crosswalk signal allows pedestrians to begin crossing before vehicles get a green light. This seems like a relatively straightforward and quick improvement that the council's data team found reduces pedestrian casualties by 12.7%. How many signalized intersections have received LPI treatment? Absolutely, we found LPIs to be, you know, one of the more effective and lower-cost, generally, treatments in our toolbox.

And we're really proud of how rapidly we've been able to roll them out across the city. You know, what I will say is that just like any tool, the effectiveness will depend in part on the context of that, you know, that location, right? They're really a tool that helps with turning conflicts more than anything. And so places where we have heavy turns, an LPI can have the greatest sort of bang for the buck.

And that, of course, there's also a finite number of intersections in the city. So eventually, you start to kind of bump up against it. So I don't know, we could talk a little more about the specific numbers. But what I can say is that— Yeah, I guess to date, we've done over 6,000 LPIs. And we continue to see that as an important tool and maximize our Thank you.

I'd like to note that we were joined by Councilmember Krishnan. Given the speed at which LPIs can be implemented, their effectiveness, and that no physical infrastructure changes are needed, why haven't LPIs been installed at more intersections? Well, it's really a good question, and part of the answer is we are continuously installing more, but part of the answer is also that we want to make sure we're focused on the most dangerous locations. locations.

You know, a little bit to your question before, not every intersection in the city, not even every signalized intersection, has the same crash rate, right? There are parts of the city with fewer pedestrians, fewer turning conflicts, places where the LPI would not provide nearly as much benefit. And so we want to make sure that our, you know, our signal timing engineers are spending their effort on places that need the LPIs, but that they're also doing things like looking at how to make a correct progression so that cars aren't speeding.

There are other things that our signal engineers do, and we want to keep them focused on the places that really have the most crashes. I understand that LPIs are being done at the most dangerous intersections. How many are— in terms of your body of work, what have you determined to be the dangerous intersections, and how many more should we be expecting to address the outstanding dangerous corners?

And then I have a separate question, which is, aren't LPIs better regardless of the benefit being low, being less? Yeah. I mean, you know, what I'll say, I guess, and maybe this is sort of the overall theme, is, right, in theory, we can do everything everywhere all at the same time. In reality, we need to focus our resources where we think they can have the greatest benefit.

I think you can be everywhere at any time, Commissioner. I wish, I wish. So, you know, that's the short answer. I mean, you mentioned also these high-crash corridors or boulevards of death. Like, that's another thing, right? So we're always trying to balance and figure out how we can have the greatest possible impact and save the greatest number of lives.

And given that it's low cost, I would like to see a more rapid expansion of LPIs at these intersections. I understand that You know, we're talking about resources, and this is one of those things that doesn't require that much resource. So I think it's more of a question on, like, the operationalizing of it. When can we get it done, and by when?

So if you could just please keep us in the loop on that expansion and where they're going to be implemented, we would love to see, to see more. Yeah, I'll absolutely huddle with my team on that. Thank you. All right.

Protected bike lanes keep riders safe for the length of a block, but then at the end— but then end at the intersection. With protected intersections, on the other hand, the bike lane is extended around the intersection, which offers a significant benefit for cyclist safety. Other cities in the United States like Seattle, Chicago, and San Francisco implement these types of protections.

Given a majority of crashes occurring at intersections, why do we not have protected bike intersections in New York City? And would you like to see more of that? Thank you. We certainly see the value of protected intersections. It is something that we've started to incorporate into our toolbox, and you can see examples of that around the city.

I would say that we're increasing our use of it. I know it's a new thing, and I understand that it's all about a resource question, Let us know where you see that on the agenda when you do have the— if you can maybe answer it now, Mr. Beaton, that'd be great. Sure. I like pronouncing your name. Thank you.

I remember earlier this year I had fun pronouncing your name. I like it too. Thank you. But I would say there's 2 different things. First, when we do new bike lanes, they are typically— we use the the so-called protected intersection or Dutch-style intersection design. And the places we don't use it are places that might have a very high number of turns where something like a split phase for traffic might make sense, right?

We want to make sure we're using the right thing at the right place. We also are going back to many of the bike lanes that have older designs, and we go back and add the protected-style intersection. And for You know, for example, when we repave a street that has a bike lane, we don't just put back exactly what was there.

We go and we make sure we're upgrading it to the latest designs. And that takes work. That takes, you know, we don't get mileage credit for that kind of work, but we still think it's really important in delivering the safest bike network possible. Moving forward, when you are constructing protected bike lanes and shovels are already on the ground, is it fair to say that protected bike intersections could just be added as part of those projects without being a significant cost?

That's right. When we're doing new lanes, we always want to do the safest thing possible at the intersection, which in many cases is that protected intersection. Can we see that in future projects? I think you see that in a lot of the projects going in right now, or really all the projects going in right now, that it's incorporated into the work that we do.

Yes. And then retroactively, the protected bike lanes where they were not being implemented. What's the agency's realistic ability here to go back and add these bike intersections, protected bike intersections? So we certainly go back and add them anytime we're redoing the markings on the corridor, such as after resurfacing, or if we're seeing crash-related issues on a corridor, we'll go back and redesign as well.

All right. So as more streets get milled and repaved, they're being implemented. We'll ask about that at the annual street hearing we do next year.

Regarding Sammy's Law, Sammy's Law expanded New York City's authority to lower speed limits on certain streets. Lower speed limits are a central component of Vision Zero and reducing the severity of crashes. 17 community boards representing nearly 2.5 million New Yorkers and 63 elected officials officials have now formally demanded Sammy's Law slow zones in their districts. The Vision Zero Reimagine plan commits to expand 20 miles per hour speed limits within entire neighborhoods or other defined zones.

What is the expected scale of this rollout? How large will the zones be, and how many neighborhoods will get a slow zone each year? Thank you, Chair. Yeah, we're really excited, uh, about this one. You know, we, as we all know, speeding is one of the largest contributors to fatal traffic crashes. So we certainly support the goal of bringing speeds down across the city.

Something we've learned through experience is that generally lowering the speed limit is most effective when it's paired with traffic calming improvements. And that's why we've kind of positioned it that way in Vision Zero Reimagined. As you know, we took the big step of announcing that we will do these lower-speed zones outside of essentially all New York City schools by the end of the term of this administration, first term of this administration.

And we're excited to build on that. And so, yeah, in Vision Zero Reimagined, we talk about doing it at a neighborhood scale. In terms of the actual, I guess, magnitude of that, it's something that's in development. This is an entirely new program. basically. So we're working out some of those details. But I think, you know, we want to do it at a scale that makes sense.

And we want to learn from some of our global peers as well, in terms of it should be a large enough scale that you get that area-wide effect. But it should be also contained enough that we can put in the traffic calming that's going to make it most effective. And yeah, I mean, I guess I would just— I didn't mention, I guess, but It's been really— it's wonderful for us to see kind of this groundswell of support from community boards and to hear that this is something that so many New Yorkers want to see in their neighborhood, and we want to absolutely have that be a part of our decision-making process.

We also want to follow the data and make sure that every neighborhood can benefit and that we're focusing these where they can have the greatest safety impact. It's both. So I have to ask, if the agency loves community board support and the community support more broadly, why is DOT no longer accepting applications for the creation of new neighborhood slow zones?

Do you have any plans to reopen applications? Well, the neighborhood slow zones, I think that's a program that was phased out maybe around 10 years ago. I guess you could see it in some ways as like an early precursor to this, to these neighborhood Sammy's Law slower zones. I think the key difference, like I mentioned, is the more intensive design treatment, basically, that complements the lower speed limit.

And we would like to, you know, it's always a balancing act, right? Like, we want to be responsive where we're hearing the demand. We also want to make sure we're following the data. And we want to make sure that all neighborhoods, even those who maybe don't always have— we don't hear from as much, can benefit from these types of things.

So it's all in the mix. Yeah, your data on neighborhood slow zones actually showed that this was actually incredibly effective. So should we reopen applications for these? I know that a lot of folks have been asking for it. I'm beating a dead horse, I understand. I mean, it's something we can look at. I think we should go back and look, and I'm sure the team has, but I need to get maybe a little more up to speed in terms of what the lessons learned were from the earlier program.

But I'm sure that it's directly informing what we're developing right as we speak. Going back to Sammy's Law, how many streets have had their speed limits reduced under Sammy's Law? Well, I can say at least for the schools, and we may have more detail here, but this year we've done over 200 of the 15-mile-an-hour slow zones. And we're expecting to hit that roughly 800 by the end of the year.

In terms of the school ones, I know we've done it on other corridors, a few dozen other corridors. And these are these other corridors, these are neighborhood Based on Sammy's Law zones? I think it's a— yeah, a lot of the other uses have been in places where we have things like open streets or shared streets where there's a— there is some of that natural traffic calming built in already.

And so we are doing it, as the Commissioner said, both where we're doing all the schools, and that's something we've already committed to. We're also doing it in these other areas where we can pair it with traffic calming. happening. And sometimes that's on a street basis, sometimes it will be on a neighborhood basis. But we want to really put those together, that it's not— we're not just putting up signs, that we're really delivering a street design for slower traffic.

So you mentioned that you've done 200 so far this year, 800 by the end of the year. Um, what about next year? How much do you expect to do by then? We're— well, our commitment is to do, uh, all eligible schools, which is The vast majority or almost all. It's 2,300 school locations, which has about 3,200 schools since some are co-located, by the end of this term.

Got it. So, 800 by the end of this year. No number commitment for next year so far. But you're committing to doing all schools by the end of the term. Yes. What are the barriers What are the— what barriers are you finding you may have for broader implementation? Of reduced speed areas? I mean, yeah. If any. Yeah, I think it's just part of the same overall— it's kind of what Deputy Commissioner Beaton and others we've been talking about.

We're always trying to calibrate and target our investments to have the greatest impact. So, you know, again, it's— I don't know that there's any specific barriers. I think it's more just about how do we balance that program with several dozen other approaches that we take to improve safety. Certainly. You were sort of getting into the criteria that DOT uses to prioritize Sammy's Law locations like shared streets, open streets.

Can you speak to any other, any other factors that DOT considers? When prioritizing locations. Sure. And one of them is related to the barriers that you're talking about, one of which is the law itself does have specific roads on which we are not allowed to do them, right? It's roads over 3 lanes outside of Manhattan. And those are often the most dangerous roads in those neighborhoods.

So we do want to make sure that we are addressing the most dangerous roads, some of which are just, you know, we're not including— we're specifically exempted from the state law. Beyond that, I think it's, it's really— we do want to look at the places where we're also doing the traffic calming at the same time. I think what we've seen over time is that just putting up signs has a, has a pretty limited effect.

That, you know, we're lucky when New Yorkers see signs at all. If there's something on, on a couple blocks, you know, most people just don't notice it. But we need— we want it to be reinforcing with the street design itself. So places where we want to do traffic calming, places where there's been crashes or neighborhood-wide issues, we want to do the speed limit changes and we want to pair it with the traffic calming that really makes it real.

Thank you. The budget for Sammy's Law implementation around school zones was increased by $377,000 in FY27, with more in the out years to install signage and hire planners to assess signs' impacts on streets. How much of this has DOT already spent, and can you give us a breakdown of where the funds have gone? Yes, so this is— we will get you a breakdown of what has been spent to date exactly, but it goes to 2 main things.

It goes to hiring staff who do— you can call it planning, we also call it inspections, where they just go and Like, this is the pole we need to put the sign on. And then there are— there's a crew in the sign shop that, that we buy the aluminum, we buy the retroreflective sheeting material. We, we would love to take you on a tour of the sign shop sometime if you want.

But there's a whole process where we produce— With you, Mr. Bean? Absolutely. Absolutely. We have fabulous, dedicated staff who are so proud of the work that they do on signs. It's really amazing. That would be— I would love— I would actually love to do that. That sounds great. But, you know, we find the places for the signs, we produce the sign, then we have a crew that goes out in a truck and goes up in a bucket and installs the sign.

And so it's not a huge amount of money, but it's just all the steps along the way that get funded. All right.

I have questions on low-traffic neighborhoods, and then after this set of questions, I'll turn it over to my colleague for round 2 questioning. So I'd like now to turn over to my bill. So throughout the Vision Zero Reimagine report, the administration makes a range of commitments regarding the future of traffic management planning in the city, and particularly with respect to pedestrian-focused street design.

For example, the administration states that it wants to establish pedestrian priority districts. Pedestrian priority districts. Shift New York City streets towards people rather than cars and expand and innovate the city's toolkit of transformative corridor and neighborhood designs. For example, like boulevards, slow zones, and other speed management and volume reduction tools. Like with most aspects of the Vision Zero Reimagine report, these commitments sound great, but the devil's in the details.

So to start, with respect to the administration's commitment to exploring Other speed management and volume reduction tools. Can you please describe what these tools are, and do they include low-traffic neighborhoods? Thank you, Chair. Yeah, I think there's sort of a family of treatments, right, that are kind of on a spectrum from things that are really about reducing through traffic on local streets Things that are about reducing speed, which is similar but also separate potentially, and then things that are about kind of creating more space for pedestrians.

And it depends on the neighborhood, right? If you're looking at a dense commercial retail district where pedestrians are literally or figuratively spilling off the sidewalk, you know, you may want to look at treatments that actually create more space for pedestrians or give them more use of the entire roadway. In maybe like a lower traffic, quieter residential neighborhood, it may be more of a concern from the community around cut-through traffic.

And so there's kind of a range of treatments that are related here, whether it's pedestrian-only zones, pedestrian priority zones, lower speed zones, or low traffic neighborhoods. And so we, you know, we absolutely see the potential of LTNs as an important tool for keeping New Yorkers safe. We certainly are looking at and learning from our peers, in particular London, but also other places around the world that are employing these kinds of tools, and we're really excited.

To be honest, some of these ideas are still in development, so, you know, it may be hard to provide specifics, but we're excited to share more and to talk more. I look forward to anything you have to share on this. This is really exciting, and I know in your testimony testimony, you mentioned you're excited for future conversations on the subject and that you support the goals of the bill, which we really welcome.

You also mentioned in your testimony that you have thoughts on how to best define or structure low-traffic neighborhoods. Can you speak to that? Yeah, I mean, I think it's just— to my last point, it's helpful to be a little more precise around what we mean by that and what it includes. You know, does it include— how much of it is the speed management component?

How much of it's the cut-through traffic management? I think, you know, and then that way it'll be helpful to us, especially if we're going to sort of be reporting out on our progress or asked to, you know, have certain targets. Look, I think we can definitely work with, with the administration on this. What we do want to make clear is this will be the first true LTN in the country.

We want a true neighborhood approach, not just a few blocks. We want a true neighborhood approach. And so as long as we share that goal on a true neighborhood approach, I think we can land the plane on this. DOT recently announced the first permanent school street with swing gates to block vehicle traffic during the school day. Thank you for the invitation to that.

Sorry I couldn't make it. I thought it was very cool looking at the photos. Does DOT have plans to expand the use of this infrastructure, and could these gates be a viable option for low-traffic neighborhoods throughout the city? I think it has a lot of potential. I think what we've seen when we're starting new programs and as we're evolving our toolkit, it's a big complex city.

And so things need to be kind of, I guess, for lack of a better term, battle-tested, you know, or tested on the ground, because New York does put a lot of demands on infrastructure in terms of, you know, withstanding things. So, in the case of school streets and other open streets, we've seen historically the use of what we call French barricades, these movable fences.

Those have some advantages, but they also have some challenges, right, in terms of storage and maintenance and who's moving it. I think a swing gate has a lot of potential. We want to evaluate this first use, see how it works, and if it works, then it would be great to scale it up. LTNs have many benefits, but a key one is that they prevent cut-through traffic in residential areas, right?

While cut-through traffic is a problem all over the city, it is worse in certain communities. What data does DOT use to analyze cut-through through traffic? And how is that data used by DOT to inform street design interventions? Yeah, and that's a really good question, Chair, because it is one of the things that, you know, other cities have used to really choose where they're doing things like low-traffic neighborhoods.

And, you know, we don't have knowledge of where every vehicle is in the city at all times. What we're trying to do now is use some of the bigger data sources that use things like anonymized cell phone data to figure out where are there areas where there's vehicle trips that neither start nor end in an area, which is kind of a description of cut-through traffic.

Is there any way you can get data from Waze or these companies to help you study that better? Yeah, without naming all the companies, that's the kind of things we're talking about. Something I'll just add that I thought was pretty eye-opening is that a large chunk of our automated camera violations actually go to vehicles registered out of the city.

So it does seem like, you know, if some New Yorkers or some neighborhoods are perceiving that there's folks cutting through their neighborhood, the data suggested that that is the case. So, you know, that just sort of underscores the potential here. Are there any street design tools currently used by DOT that are primarily aimed at reducing cut-through traffic in residential areas?

That doesn't include an LTN. Yeah, so I mean, just Councilmember Wessler actually mentioned one that we implemented just a few weeks ago in his district where we used what we call a diverter, where traffic is still allowed on every street in the intersection, but traffic from certain streets is forced to make a left or a right onto another street so that they can't just drive straight through.

So that's an example. A thing that we've learned from places like London as being very effective. It's designed so that if you're on a bike or you're walking, you can of course continue going straight, but that vehicle traffic cannot take such a direct route. Have y'all been in conversation with London folks or government leaders there? Yeah, absolutely.

In fact, I got to see some of these in person not too long ago, and we've even and had them come and sort of exchange knowledge with our team. So we're trying to soak up as much information as we can. Great. A critical piece of this legislation is reporting on the impacts of the LTN pilot areas. What would a before and after data report look like, and what data does DOT think would be important for understanding success?

Sure. And, you know, we can talk about everything that might go into a report, but it of course starts with safety. Right? But I think everyone expects there's less traffic in an area, it's likely to lead to safety. So that's kind of a minimum level. But we also want to look at things like making sure that we're not affecting emergency response times.

We want to make sure that as traffic is diverted to other streets, it's not affecting bus speeds, say, on those other streets. We want to make sure that we're not benefiting one area at the cost of another. And again, some of the lessons from London are that you don't see those spillover effects. But as we measure it in New York, we would want to know for ourselves and be able to tell not just what's happening in the immediate neighborhood, but also any surrounding neighborhoods.

And what we saw in London was that the surrounding neighborhood traffic did not increase, or significantly. And so, you know— Right. There's variation from place to place, but generally it did not increase. Right. And that's a positive. What we also found was that emergency response times also didn't significantly— it didn't increase, um, and partly because you have less traffic, so it's easier, of course, to, to get around.

And that's something that we saw over there and hopefully, uh, happens here.

I, I'm gonna ask my last question of, of this hearing before I turn over to my colleagues, and that's for PD. For years, there has been consistent photographic evidence that streets surrounding NYPD precincts are inundated with illegally parked cars. This parking behavior has cascading impacts in the surrounding community for pedestrians, residents, and local businesses. These problems have been so longstanding that there are now academic studies looking into the street safety issues surrounding our police precincts.

Unfortunately, but unsurprisingly, they are finding evidence that pedestrian safety is worse near police precincts. In my district on 100th Street, there's— kid you not, there is a sign in spray paint telling the NYPD on that block the days of alternate side parking for the cars to be gone, and it signs off DSNY. I don't know if it's true that DSNY used spray cans to let another government agency that needs to move its cars on certain dates, but this is an issue. that is pervasive in our city.

What is the agency's position on it? Do you recognize that it is a problem? I'll start there. Parking, obviously, in the city and around our precincts can be challenging, and it is something that we absolutely do recognize and take efforts to address. Our Standards and Assessment Section is conducting daily command visits. We're evaluating our parking compliance. We're evaluating that at department facilities.

So, it's something we look into and that we're trying to make sure that we meet all of our guidelines. Where we don't meet those guidelines, the SAS, the Standards and Assessment Section, is going to be documenting that. Those findings are reported to department leadership. What's being done to address— I mean, do you recognize that it is a problem?

Absolutely. It's a real challenge to park in these areas. I mean, there's just a limited amount of space. It's a real issue. So, when you say challenging, is that A justification for the illegal parking? No, and as I said, it's something that we take seriously. And as I just walked through, you know, there are steps that we take to try to make sure that we're in compliance.

And, uh, and when there's indications of misuse, um, of parking permits, um, those parking permits can be revoked. There could be other discipline as well. What are you doing to address these issues? Uh, so I mentioned the Standards Assessment Section is conducting those, um, those daily command assessments. All that information that they're collecting, that's going to be reported up to department leadership.

So we're looking at this command by command. Those are coming on a daily basis. We're looking at our parking and making sure that we're in compliance with our guidelines, and whether there are departures from that, that's something that gets escalated. Why wasn't this issue mentioned in Vision Zero Reimagined? Are there any action items you're committed to pursuing to help address these problems going forward?

Well, so as I said, it is something that we are taking seriously, that we are looking at. We do look at every day. We document issues when we find them. We take action to correct them when we can. So it's something we absolutely do take seriously. We want to move forward on and would welcome any suggestions from the council about what we can be doing better.

And, you know, to Councilmember Santos-Oso's point earlier, like, I'm not doubting that no work isn't happening or that work is happening. But it's clearly not enough because the behavior on every police precinct in my district— I mean, they have Park— maybe the 26 is better than the others, but every other police precinct in my district, the 24, the, the, the, the 30, and the 33, is pretty bad.

Mr. Chairman, we'd be happy to discuss with you about those specific instances you're seeing in your district. Thank you. with questions.

We're going to begin with Councilmember Pierina Sanchez, followed by Wong. Thank you so much, Majority Leader, and thank you for this very important hearing. So I have 2 sets of questions. The first one, and apologies if this topic has been touched on, but Vision Zero, Vision Zero Reimagined, and the streets plan all charge the agency with redesigning streets to improve pedestrian safety, as we've been talking about today, including consideration of hardened daylighting.

In my neck of the woods, DOT has made significant changes to Bailey Avenue and Sedgwick Avenue in recent years, including this year. Yet the most dangerous intersections of all, where the street grid collides with the entrance and exit ramps of the I-87 or Major Deegan Expressway at Burnside, Fordham Road, and 231st Street, have remained largely unchanged. How do I explain to my constituents why no changes were made at the most dangerous intersections of all where there were significant redesigns?

And part 2 is, help me, what interventions exist to make these specific kinds of high-conflict locations like highway entrances more safe, and what should I be advocating that you do at these locations? Thank you so much, Councilmember. And I gotta say, I, I had the pleasure of biking down Bailey just a couple weekends ago and seeing the new extension there and also seeing— You should have came by and said hi.

I live right by there. Yeah, next time. Yeah, it was a weekend. I happened to be coming back from something in Marble Hill. But so, you know, but I also saw some of the challenges that you mentioned. I know that something we were pretty proud of at the northern end by Van Cortlandt Park, there's some ramps right from the highway there.

And we were able to make some pretty significant changes. I'm not sure if you want to speak about some of the others. Yeah, and like these interfaces between the highway and streets have been an increased focus. They tend to be complicated intersections. They also are a little bit more complicated because they all involve people beyond us, like the, you know, the Fordham Road exit off the Deegan is really controlled by State DOT.

And so like we've been in touch with them and expressed that that is a priority for us for them to redesign. at the end of the— it's their bridge and their highway. So we need them to come to the table. We are happy to work with them, and we have very creative designers. But part of the reason those sometimes take longer is because it's not as much in our control as some of the school streets.

And sorry, just because I'm limited on time, I have another question. What changes should I be advocating for when we do get State DOT at the table? Sure. And it varies location by location. But essentially what we want to do is make sure we're protecting pedestrians and providing safe time for pedestrians to cross, and then make sure that, that the turning vehicles are properly managed.

You know, we can talk to you separately in great detail, but obviously at Fordham and the Deegan, one of the problems is that the left turns overlap tremendously so that people go around and make double and triple lefts. I've never done that. Yeah, me neither. But, you know, it's the intersection, sort of the design causes the bad behavior.

And so So there's different intersection designs that have happened since the 1950s that do better at that sort of thing. Thank you. And then my second question, and more to come on that because these areas are very dangerous. Highland and the lighting contract, the DOT's lighting contracts. I have before me a letter that my community board, number 8, sent over to the controller, CC'd the Bronx commissioner and other DOT staff on regarding lights that have been out for 9 months, 10 months, a year at a time.

I also myself have reported lights around Jerome Park Reservoir that have been out for months and months and months. And we understand that the agency is not able to hold Highland accountable. That is the interpretation we have in the community, because reports are made. If it's not the exact address, then the light complaint— the lighting complaints are closed. which is a false closure.

Inspections are only happening in the daylight. How does the company know that the lights are still off? And so much more. So can you just give us an update on the status of your contract with Hyland? How many light complaints are in the backlog, and when can we expect to have our lights back in functioning order in these— in our communities?

Because it's creating dangerous conditions. So I can say, you know, I'm not sure if we're equipped to address the specific contract today, but I can say, and I mentioned this I think earlier, you may have been out, lighting is something I've definitely heard a lot about in my time in this role. And, you know, it's clear communities, it really affects people's day-to-day lives.

And I'll be honest, it's an area where we've had some challenges with, you know, the— as happens sometimes when you've got large operations. In this case, you know, we're working to really expand our contract capacity and be able to be more nimble and address some of these lighting things quicker going forward. So it's very— I guess my point is, it's very much on my radar and our radar, and it's something we're really focused on.

Our street lighting division is actively working to kind of remediate some of these challenges. You can ask a follow-up, yes. Just very quickly, this letter was sent last week. I hope that you all can send us a formal response. It was sent on October 21st, and so would really appreciate the specifics on when our lights are going to— Yeah, happy to check with our traffic operations team and connect with you.

Thank you. Councilmember Sanchez, we are going to have a hearing in the new year on public realm and streetlights where we're going to go into the details on that even more. As mentioned before by Councilmember Wrestler and issue. I just got an email from Councilor Marano about this. It's an issue in every borough, and so we're going to take a close look at that.

Council Member Wong, followed by Justin Sanchez. Okay, um, thank you, Majority Leader and Chair. Um, I, uh, I requested a lot of traffic devices near intersections of, of schools, daycares, and playgrounds, and my question here is to DOT. DOT's reply usually says they need traffic control studies, which can take 4 to 7 months depending on the device under review.

And my question is, when the request involves a school, daycare, or playground, how does DOT make sure its observations capture the periods when kids are actually crossing? And are studies conducted during arrival and dismissal while school is in session? Please answer that. Sure, and that's a great question and something that we really do try to pay attention to.

You know, most intersections around the city, you try to capture the morning and the evening rush hour, but we know near schools or sometimes near parks, you get a different peak of when kids might be crossing the street. Sometimes it's a Saturday afternoon right near a park. And so what we do is we put down counters that can give us like a 24-hour Count as a starting place so that when we go and count pedestrians, we can make sure we're doing it at the peak hours for those locations.

And then we, you know, we look and we see, hey, there's a school right there. We need to make sure that we're capturing school dismissal. We do try to be very aware. If sometimes there's something that we might not know about a neighborhood, right? You don't know that there's a special event that happens midday there. And that's where we rely on input from the community. from local council members and other experts who can tell us, make sure you check this hour, and we will go and do that.

As a follow-up, what conditions qualify a location for an expedited review or interim protection while a longer study is underway? So we'll have to get back to you because that's beyond my specific expertise, but one thing I will talk about is If there's been a recent history of crashes, right, and we're responding to some— to like very recent events, then that's something that we have to take into account and make sure we're being responsive to something newer going on.

Okay, thank you.

Second question, also on DOT. In my district, I have parking spaces that have been taking over by Amazon delivery trucks where big trucks of packages pull in and then walkers, people walk up with dollies, with hand trucks, with all sorts of devices, pick up their packages and they go their separate ways. They come back and they do it again.

Here's the problem. One, these trucks are not in these loading or unloading zones. They are in residential streets. They take over parking spaces. And now let me tell you how I know about it, because they chose the intersection in front of my office, and they're there the whole day, like 8 o'clock all the way to 6 PM.

And, and I see it as a citywide problem because I see it in Jackson Heights, Corona, other parts of Queens, you know. So my question to you is, are you allowing this to happen, or is something you need, you need to address? Because it's clearly a problem. Because they're taking over our residential streets and our parking spaces?

Please answer. Thank you, Councilmember. Yeah, I mean, I think what we're seeing is really these trends that have accelerated, especially since the pandemic, in online shopping and online delivery and just much higher delivery activity in residential areas than we saw historically. And I think that highlights the need for curb space and how we provide it. We are doing a lot of innovative work.

We have a whole freight team devoted to this. That's part of our new curb management division. And, you know, they're trying a few different tools across the board, both because it's a little bit— there's 2 things in tension, right? We want less trucks circling all over the place to make deliveries. But if they're not doing that, then they're going to do what you described, which is basically what we would call microdistribution, right?

Where they stop in one place and then they use maybe hand trucks or they just walk or Or maybe use a cargo bike to make the final delivery. So we do have a microhub pilot program. We're also looking at things like shared lockers where the deliveries can be made by Amazon, for example, to one set of lockers and then residents come and get it.

That also helps with theft, avoiding theft. So, you know, the short, the short answer is it's very much on our radar and we're trying to explore a range of options to minimize all the truck circling. And have dedicated space for deliveries. Yeah, and I want to point out that as soon as the truck is empty, it pulls out, another one comes, pulls in, and so forth.

So they're there the whole day. People are doing a lot of online shopping. Yeah, they're there the whole day, and that's clearly a problem, and it's a citywide issue. Please, uh, please look into it, and I'm happy to, to continue this discussion and come up with ideas. That would be great. Yeah, we're always open to ideas, but definitely, uh, it's a priority.

Councilmember Brooks Powers, followed by Justin Sanchez, then Hanif. Thank you, Chair, and thank you for the testimony, uh, today. I'm ping-ponging a bit today. Um, regarding my bill, Intro 113, I wanted to ask, the administration's new plan makes removing dangerous drivers its first goal and says nearly half of traffic deaths involve a driver who was unlicensed, previously suspended, or had multiple convictions. asks DOT to study exactly those patterns and report on them every year.

You may have stated this before, so I apologize if it's redundant, because I was chairing another hearing, but wanting to know what DOT's official position is and will the planned Vision Zero data warehouse include conviction, license status, and insurance data? And when will it be up and running? Thank you, Councilmember. We very much support studies like this that help us better understand the trends that we're seeing out there and how we can do more equitable and targeted enforcement and other safety strategies.

This is, in many ways, that's sort of the bread and butter, right? I think anything we can do to better understand what's driving safety challenges is helpful. So we're excited to work with the council and yourself to ensure that, I guess, to kind of hone the legislation and how we can make it most effective in terms of the data warehouse.

Yeah, I think just some of our concerns with the bill is data sources we don't have access to as the city or as DOT. And so that falls into, I think, both the insurance data, which has been, I think, a longstanding issue. Insurance firms have not provided that data to the city in the past, despite our deep desire to be aware of it, as well as the conviction data obviously living outside the mayoral control.

So I think we're happy to continue conversations and think about, are there novel ways that we can look for that data? Because, you know, to your point, the data warehouse is a huge project that we're really invested in to make sure that all of the data from the hospital to the crash location are really talking to each other.

And when will it be up and running? We'll have to get back to you on that. I don't have it in front of me today. Okay.

Intro 113 also asks relevant agencies to report on the steps taken to reduce accidents caused by dangerous drivers. What steps are already in place to reduce those accidents, and what more do you feel can be done? Thank you. Yeah, it's really— it's sort of an all-of-the-above approach. Um, infrastructure, you know, I think in our, in our ideal world, all drivers would behave safely, right?

And, and you wouldn't even necessarily need, uh, enforcement. And, uh, and folks could spend their violation money on, on better things, right? So we'd like to start with infrastructure and engineering and redesigning our streets. Um, because— I love that. Thank you for that. Of course. No, of course. You know what I mean? Like, that's, that's That's— it's the most sustainable, right?

It's the most sort of legible and elegant in a way. And so that's always our starting point. And so that's obviously following the data and innovating with new approaches to street design. Sometimes that's not enough. And so that's where we start to look at some of the other tools. You know, we think that automated enforcement has been really effective, and the stats are very compelling, and we could talk more about that, but that's certainly a key piece.

And then there's sort of, you know, the question of, well, what happens with really the folks for whom even that isn't a deterrent, right? The folks who are just racking up speeding tickets and red light violations, and that's where something like the Super Speeder program can be a great tool, and things like we talked about earlier about looking at ghost plates and some of the other more systemic challenges.

Yeah, I appreciate that. And my last question is for NYPD. Hi, Chief Obey. 2 questions for you. How many vehicles registered to people with suspended or revoked licenses does NYPD stop each year, and how many are caught on camera? And in the past year, how many reckless driving and right-of-way law arrests were made, and how many I don't have the whole universe of what you're talking about, but I do have VTL 511 arrests.

We are up 9%. Year-to-date 2026 through 10/18, 22,663 versus 20,799 from year-end 2025. reckless driving arrests, which is VTL 1,212, 1,815 versus 1,784 from last year, and reckless driving C summonses issued, 5,819 versus 5,290. Thank you. Thank you, Chair.

Councilmember Justin Sanchez, followed by Hanif. So the Hub is the 2nd largest, most visited place in the state of New York after Times Square on a daily basis. And additionally, a study of collision data found that the Bronx and its residents are more likely to be in traffic crashes than New Yorkers that live in any other borough, with the Hub being a particular hotspot.

Would DOT consider more of a Times Square-ification of the Hub, that is pedestrianization of the area, and can the agency commit to conducting a neighbor neighborhood study to address pedestrian mobility, busway viability, and ultimately address street safety? Thank you, Councilmember. You know, it's— I know that in many ways the hub is sort of like the downtown, right, for the Bronx.

And it has that— and it is a hub literally, right, where multiple modes come together. So, you know, I guess one thing I'll mention, I guess, on the safety side, Something we're really proud of is we looked at the distribution of some of the safety gains we've seen in the last few years. And actually, the Bronx and the Queens have seen the greatest safety gains under our Vision Zero efforts in the last few years.

But there's more to do. The hub's a busy place. So definitely happy to sit down and brainstorm with you and your team around what that kind of study could look like. Oh, you asked also sort of about the public space aspect. So I know Roberto Clemente Plaza was a big investment at the time and was a big change to the hub.

But in terms of further public space enhancements, we're definitely open to ideas. I think how it can really best support the community, support businesses, support commuters, it would be really exciting. I would really love to get this on the books sooner rather than later because we know how long these studies take to get done. And I hate studies.

I just like action. Studies just delay us from getting to work. So really just would love to get that done. In terms of parking permits, has DOT studied how full the curbs are in the outer boroughs, particularly the Bronx, the South Bronx, and what share of parked cars don't belong to people, or belong to people who don't actually live there?

And if DOT does not collect that data, does the agency have the capacity to gather such data in a piloted area? So this is something that we've looked at over the years. It was part of the congestion pricing parking study. It's also something we've looked at previously around places like Yankee Stadium that have had specific parking needs.

And you see 2 things. Right. You can ask the question of, are the vehicles that you see parked on the street registered at the local address? And you get a little bit of a mixed bag there. But when you look overnight, you see the same vehicles that tend to be parked there night after night after night, which suggests that even if the registration is elsewhere, they probably are actually belonging to someone who is spending their time in that district.

And this is a pattern we actually see all over the city, is that a very, very large percentage of the vehicles parked in the free residential spaces do show that pattern of being there for very long stretches of time. And we take that to mean are owned by local residents. So we know that this is something that comes up, especially in busy business areas or where there's entertainment around.

So it is a challenge where a lot of the problem is just that New Yorkers own a lot of cars, and that takes up a lot of the space on the street. Having said that, yes, there are a lot of cars that belong to people that live around there, but a lot of the times they're not registered to New York.

They're not New York plates. And so ideally, wouldn't residential parking permits address that? And also, yes, they're parked— I think to your point, they are parked for a very long period of time. They're not moving during alternate side parkings, hence we had to pass the Green Sticker Bill once more. But because of this, wouldn't residential parking also encourage people to actually have to move their cars?

So I think, yeah, there's, there's a range of tools that we could use that would really encourage, incentivize, or require folks to register their vehicle where they're supposed to register it. if it's permits, or if it's sort of the way that, you know, you charge for street space in areas that have paid parking, you know, you could have discounts for local residents whose vehicles are registered locally.

There's different ways to look at that, I think. And that's, you know, that's exactly what our curb management group is going to be looking at those kinds of ideas. Do you— does DOT agree that residential parking permits are a good way to mitigate parking scarcity for resident New Yorkers? Does the agency plan to advocate for a permit system in the state legislative agenda?

So there's a range of things. I think with residential parking permits, what we've seen is that in other cities at least, they're not priced in a way that it actually ends up freeing up parking because it's priced so cheaply on an annual basis that it's not actually managing the demand. So I think it can address, though, I think you made this point, Councilmember, it can help with the issue of out-of-state registration.

I think it could be helpful. Like I said, I think there's also other ways to address that. But RPPs specifically, we haven't seen in other cities that they really made much of a dent in the actual demand for parking.

Chair, do you mind if I ask one more question? Please, go ahead. This is for— thank you. This is for BIC. Does— so BIC was created to drive organized crime out of the commercial waste industry. Recent reporting on towing describes armed turf wars between towing companies, including a Bronx body shop owner just sentenced to 19 years for killing a rival.

Does BIC see parallels to the industries it already regulates? Has BIC considered expanding its jurisdictional authority over the towing industry? could its model of integrity vetting and licensing work for towing? Thank you, Councilmember. As you noted, BIC's current jurisdiction covers the trade waste industry. It also covers the wholesale markets, which are in your district, as well as shipboard gambling, and that's our mandate by law.

BIC's team is a talented, highly skilled team that is adept with respect to identifying patterns of organized crime and engaged in licensing for businesses where we have concerns about criminality and want to keep criminality out of those businesses. That model could be transposed into other industries if the city believes that there is a risk of criminality in particular industries and BICS should come in.

We're ready to have those conversations. There could be any number of industries that could be candidates for that, but that's a longer policy discussion that's going to have to include City Hall, that's going to involve some budgeting questions, and ultimately will require legislation by City Hall— I'm sorry, legislation by City Council to give us the authority to move into whatever those new spaces are.

Thank you so much. Councilmember Hanif, followed by Juan. Thank you, Chair, and hello. Great to see everybody. Commissioner Flynn, this is for you. I wanted to come back to Sammy's Law. So 17 community boards representing nearly 2.5 million New Yorkers, along with 63 elected officials, have formally called for Sammy's Law slow zones in their neighborhoods, and I'm proud to be one of those elected officials.

The city's own Vision Zero Reimagined plan commits to expanding 20-mile-per-hour speed limits across enter entire neighborhoods. Yet beyond the 5 existing Sammy's Law slow zones, DOT's largely limited speed reductions to short stretches in front of schools— very short stretches, I would add. Why are we lowering speed limits block by block when entire neighborhoods are demanding safer streets?

And can you tell us what's stopping DOT from implementing neighborhood-wide slow zones and when we can expect to Thank you, Councilmember. And yeah, I mean, first, you know, I would reiterate that we've been thrilled to see that groundswell of demand and, you know, requests from New York City neighborhoods for lower speeds. We certainly see the value from a safety standpoint in reduced speed limits.

You know, I guess your question around the school-related ones versus area ones, I think that there's room for both. They have somewhat different kind of goals or targets in mind. But we are really excited about announcing and including in Vision Zero Reimagine rolling out these lower-speed zones at more of a neighborhood level. What's the timeline for that?

Well, this is an action plan. So this is a new program. We've just announced it. We're developing the details of it now. But we'll be looking to roll it out starting next year. And that would include include the neighborhood-wide slow zones? Yes. And could you share what criteria is assessed in order to share which neighborhoods would be prioritized?

Yeah, I mean, I think we're kind of neck deep in developing this sizable program. Like I mentioned earlier, we want to strike a balance. want to— it's really helpful for us to hear from communities that are asking for it. And at the same time, we also want to use the data to make sure that— But also, you don't actually have to hear from neighborhoods to know that this needs to get done, right?

Well, that's right. And we want to follow the data so that when we make these investments, it can have the greatest possible impact. And so we might look at things like where we're seeing speeding, where we're seeing cut-through traffic, Anything you would add? Yeah, those are some of the factors. Crash data clearly is always kind of the baseline.

Yeah, I would just push for expedition on this issue. Of course, having slower speed limits by school zones is necessary, but once kids are leaving the school, they're leaving that 150-foot slow zone area, and it's certainly not a substitute for a safer neighborhood. And so I'd love to just know more details. Yeah, I guess the one other thing I would add is, you know, that equity is a big component as well, right?

So the new streets plan coming out in a couple months will have a new version of our priority investment areas. And we really try to focus a lot of our investments into the historically disadvantaged neighborhoods. So it's always a balancing act. But we're We're happy to talk more and share more when we can. So when you say a couple months, we're talking December, we're talking January, are we talking March?

What's the— For the streets plan? Yeah. The deadline under the law is December 1st. Then that plan will lay out the proposals for the neighborhood-wide slow zones? I think we're excited to share. It's going to have more details on a number of initiatives. which were in Vision Zero plan, some may be new, and yeah, we're excited to share more details.

Thank you. Thank you.

Councilmember Juan. Thank you so much, Chair Abreu. What percentage of drivers yield to pedestrians at both marked and unmarked crosswalks, and what infrastructure improvements increase yield rates at pedestrian Crossings, and have these infrastructure improvements been considered in the Vision Zero Reimagined plan? So I don't know that we have that specific data point, but we do know that yielding to pedestrians is an incredibly important thing, and that's something both we work on with PD from an enforcement perspective, but it's also something that we try to design into the street infrastructure.

Just for example, we talked a little bit earlier about design of bike lanes at protected intersections. And one of the very specific ways that that improves safety is by using the physical infrastructure to force drivers to turn more slowly and to turn at an angle where they can better see both cyclists and pedestrians. So what we want to do is have people turning slowly so that they can see pedestrians crossing and therefore yield.

So can you just clarify, you don't have the percentage of drivers for yielding to pedestrians at unmarked and marked crosswalks, or you don't have it with you right now? So that, that's not something we've measured on a citywide basis, no. Is that something that you could consider measuring with the Vision Zero Reimagined plan so that we have that data?

Let's talk about that and get back to you. Okay. And leading pedestrian intervals, LPIs, are the cheapest intersection improvement given that they require no infrastructure changes. Is Vision Zero Reimagined aware that only half of the signalized intersections have LPIs? Yeah, we've seen great results from LPIs, and we've put in over 6,000 to date. We continue to roll them out.

You're right, Councilmember, that they're really much more easier on the wallet, I guess you could say. They're easier to roll out in that way. way. Yeah, and we remain committed to using it. I think it's, again, it's one of the tools that we have. And so it's part of the mix of all the safety improvements that we're making.

So is there a hard commitment from the mayoral admin of how many LPIs will be installed going forward with the Vision Zero Reimagined plan? Yeah, the Vision Zero Reimagined doesn't include commitment specifically around LPIs. Would you be willing to add them? I mean, I think it's the treatment that we remain committed to. We, you know, as you mentioned, they're at, I guess, roughly half of signalized intersections.

We prioritize them at locations where we think they can have the greatest benefit. That's places where we're seeing a lot of turn conflicts. So what happens over time is that the more intersections, you know, we put them at, the impact may be a little less. Doesn't mean it's not a good idea. It just means like when we're balancing in a world of finite resources, you know, where to focus, we may find other things that will have a greater benefit.

So I guess what I'm struggling with is it's clear that we are aligned as a council and with the DOT. On what your vision is for safety and what the advocates want. But what I'm having a hard time understanding every single year is the decision tree or the process in which you make what go— what safety measures are put into what intersections.

So if you could share that after this hearing as a follow-up to the chair as well as the members of this committee, it would be really helpful for us to really concretely understand what it is that you're quantifying and qualifying these decisions on. Thank you. Because there are so many tools in the toolbox and we want to see all of them implemented.

Thank you. Thank you, Councilmember. I'll meet with the team on that.

Councilmember Chris Marte wanted me to ask a question on his behalf. As part of the Vision Zero Reimagine, there were pedestrian priority districts mentioned. Is the administration committing to pedestrianize Lower Manhattan, specifically FiDi? We will have more details to share on that program. It's new. We're excited. We think there's a lot of potential in different neighborhoods where we're seeing high pedestrian volumes and lower vehicle volumes.

So there'll be more to share. The councilmember is very supportive of this project and just wanted to communicate that. I don't want to scoop you on your announcement, but when, regardless of the neighborhood being selected, by when should we expect this pedestrian-only area to be done? Well, we'd like to move quickly on any and all of the ideas in the Vision Zero Reimagined.

Sometime next year? I'm sure we'll see movement on just about every initiative in that plan in some way, shape, or form by next year.

All right, well, Councilmember Hanif has one more question and then we'll close out. Thank you. So this is about the micro hubs. I'm really pleased to learn about this pilot. In my district, and I don't know if this is official, but on Wyckoff between Bond and Hoyt, right near my district office, there has been a hub. I'm not sure if it's official.

Would like to know what we can do to either make that a part of the pilot. But I'm getting a lot of constituent complaints given that the truck— I mean, it seems like it's a subcontractor parked, double parked, and they're doing the deliveries. And it's caused a lot of pain in the obvious residential neighborhood. Sure. And I don't believe that that's officially part of the program, so we're happy to take a look talk to you about it.

And the idea behind it is that we offer something in terms of dedicated space at the curb to a company, and in doing that, they have to commit that they are not going to be double parking or driving around the neighborhood or doing these other bad behaviors. And if we see them doing that, the idea is we take that space away.

So we've done it a handful of places now. It's seemed to be effective. Has it been across the city? I'd love to bump us up to the top, because there's a ton of deliveries happening. And I've been in touch with Brooklyn Borough Commissioner Bray on this, but it's still unclear to me what the process is. And if— I think we've requested for a designated loading zone, but it seems like this pilot is actually the solve.

Sure. Yeah, well, we and Commissioner Bray will talk to you more about that. Okay. I appreciate it. Thank you. Thank you, Councilmember Hanif.

This panel is hereby excused, and we'll open it up for public comment in a few minutes. If you guys can just keep it down, uh, in the committee room. Thank you. Thank you. Sergeants, am I able to start? I now open the hearing for public testimony. I remind members of the public that this is a formal government proceeding and that decorum shall be observed at all times.

As such, members of the public shall remain silent at all times. The witness table is reserved for people who wish to testify. No video recording or photography is allowed from the witness table. Further, members of the public may not present audio or video recordings as testimony but may submit transcripts of such recordings to the sergeant-at-arms for inclusion in the hearing record.

If you wish to speak at today's hearing, please fill out an appearance card with the sergeant-at-arms and wait to be recognized. When recognized, you will have 2 minutes to speak on the oversight topic and/or legislation being heard today. If you have written statement or additional written testimony you wish to submit for the record, please provide a copy to the sergeant-at-arms.

You may also email written testimony to testimony@council.nyc.gov within 72 hours of this hearing. Audio and video recordings will not be accepted. I will now call the first panel. First panel: Ben Furniss, Julian Williams, Sarah Lin, Amber Adler, Eric McClure, And Niusha Masumi. All right, Ben, you may begin.

Good afternoon, Councilmember. Thank you for holding this hearing today. Um, my name is Ben Furness. I'm the executive director of Transportation Alternatives. When Mayor Bill de Blasio announced the launch of Vision Zero back in 2014, it seemed like a lofty, impossible goal. Since then, traffic fatalities have dropped, but cities around the world show how much further we have to go.

Just so far this year, over 150 New Yorkers have been killed in traffic. In August alone, 9 New Yorkers were killed in hit-and-runs. Hundreds held a die-in outside this very building in outrage. All of these deaths were preventable. We know this because peer cities have eliminated or dramatically cut traffic deaths. Per capita, New Yorkers are killed in traffic at double the rates of our global peers.

Coming in line with cities like London, Berlin, and Tokyo would cut our traffic deaths in half. To get there, we must focus on the most common causes of death and injury: control vehicle speeds, fix the still deadly arterial streets, reduce cut-through traffic in residential neighborhoods, and make intersections safe. City Hall already promised to implement daylighting or better at 1,000 intersections a year.

A good start, but this must be dramatically expanded. Broadly implementing Sammy's Law speed limits at district-wide levels could ensure safer streets throughout entire neighborhoods, saving lives and created creating more consistent rules for drivers. And the city must slow down super speeders, ensuring the most reckless drivers are traveling at the speed limit. Vehicles with 16 speeding tickets are twice as likely to be involved in a crash that leads to fatality or serious injuries, which is why we strongly support Council Member Kyla Santos-Suoso's bill quickly launching the. program by spring 2027.

New York City can also start at home by updating our fleets so that our city vehicles are safer. Every year, New Yorkers are killed by city vehicles— 7 and counting so far this year. We must ensure that city vehicles save lives, not take them, by shrinking the fleet in total number and in vehicle size and implementing intelligent speed assist wherever possible and expanding the use of side guards.

We're closer to Vision Zero than we ever have. But there's still so much work to be done. This is really a moment for global leadership. The greatest city in the world should have the safest streets in the world, and we thank the council for holding this hearing.

Thank you, Ben. Next. Good afternoon, Deputy Majority Leader Abreu. Thank you for holding this hearing. My name is Eric McClure. I am the executive director Let's— can you please put the time back on? And are we good with the setting up of the table? No other? All right, we're good. Please start from the beginning. Sure thing. Thank you.

My name is Eric McClure. I'm the executive director of StreetsPAC. New York City has had a Vision Zero strategy since 2014. In fact, Bill de Blasio earned StreetsPAC's initial mayoral endorsement in 2013 largely based on his embrace of Vision Zero. But while the city has made progress towards zero traffic deaths over the ensuing years, we still have a long, long way to go.

A New Yorker is killed in a traffic crash about every 44 hours on average, and many times that number are injured, often in life-altering ways. Today marks 5 years and a day since this committee held an oversight hearing entitled Rethinking Vision Zero. We testified that day that Vision Zero doesn't so much need to be rethought as it needs to be properly implemented, with much greater emphasis on street design that can, and I quote, markedly reduce the frequency and severity of crashes, unquote.

To be sure, we have made advances in design, and the present administration has shown a commitment to change that its Vision Zero-era predecessors did not, as has this committee. But to really put a dent in traffic deaths and serious injuries, we need a bold new streets plan and a laser-focused, safety-first approach. To that end, we urge the following steps.

First, implement Sammy's Law across the And I have more detail, which I'll include in my written testimony. Secondly, focus on the most dangerous arterials and intersections. Thirdly, implement universal hardened daylighting. Fourthly, establish the Stop Super Speeders program authorized by Albany as soon as possible. Fifth, mandate side guards for all trucks operating in New York City. And finally, to focus enforcement where it will have the greatest impact.

Thank you. On the specific legislation considered today, we strongly support Intro 1070, which would establish a low-traffic neighborhood pilot program. The LTNs have proved effective and politically popular in peer cities like London. They reduce cut-through traffic through simple design interventions, preserve access for emergency vehicles and city services and residents, and can be implemented with little to no parking reduction.

We also support Intro 1153 and Intro 613, and we support Resolution 687. Thank you. Thank you.

Hi, thank you so much. Thank you for your time and listening to a regular resident. My testimony is not regarding the laws, it's a personal testimony. I'm one of the victims of, um, car crash that my, um, crash could have been easily prevented by daylighting. And I heard today that, um, you You were talking with NYPD with regard to the measure of the casualties and the pain.

In my incident, I didn't have any broken bones. I didn't require any surgery, but it changed my life. I have a life before and after the crash. It caused me eventually to have autoimmune disease that caused so many symptoms while I didn't have any broken bones. Show as a sign. So just wanted to emphasize that how much these daylightings are important and how much it's better that if we take every single opportunity to implement them, which was missed actually one of them in Upper West Side when they were doing repaving started in August.

So just wanted to say that please reinforce the daylighting. That's the best way to slow down and as we hear over and over slowing down the vehicles is the best way to prevent any damage. We'll hold the administration accountable. And what is your name? And I live in Upper West Side, 103 part of the block, Association and Park to Park.

Oh, you're in my district. Yes. Nice to see you. Good afternoon. I think you came to my house— my office house event. Yes. Nice to see you again. Sarah? Hi.

Yeah, my name is Sarah Lind. co-executive director of Open Plans, an organization advocating for a more livable city. Making our streets more safe and livable for every New Yorker should be our guiding star. Intro 1070, which would create low-traffic neighborhood pilots, or LTNs, would represent a significant step towards that goal. LTNs use smart street design and low-cost interventions— things like diagonal diverters, modal filters, or one-way streets that oppose each other— to correct a concerning trend.

Every neighborhood street has become a cut-through to a final destination, no matter how small or residential that street might be. LTNs do not forbid car use, nor do they require removing parking. In an LTN, residents retain access to their homes by way of vehicles. Similarly, LTNs preserve access for deliveries, sanitation, emergency vehicles, and other critical city services.

LTNs incentivize drivers who are not stopping in neighborhood to use boundary roads, the roads around the LTN, to get to their destination rather than cutting through a quiet residential corridor. Critically, evidence shows that boundary roads do not experience an increase in traffic as overall driving trends downward. Evidence in London has shown that LTNs have so many benefits: significantly lowered traffic volumes, up to 50% fewer traffic fatalities, lower air pollution, lower crime rates, more active transportation use, and more local businesses, all with no impact on emergency response time. 5 community boards have already passed resolutions requesting an LTN in their neighborhood.

We can feel the excitement neighbors have for LTNs, and we're delighted that the Council has the opportunity to deliver on this. We've provided more data and details about why LTNs are right for New York City in our written testimony. We look forward to continuing to work with the Council on making our streets more livable for all users.

And we support the other bills mentioned by Streets PAC and Transportation Alternatives as well, and look forward to moving towards Vision Zero. Well, the fact that we're hearing LTNs today is a true testament to the work that you're doing. I first discovered LTNs through your report, and I immediately put it in for legislative request very, very quickly.

And I'm glad that we're finally moving on it.

Next. Thank you. Sorry. Good afternoon. My name is— is that good? Good afternoon. My name is Amber Adler. I'm a car crash survivor and a member of Families for Safe Streets New York, of whom I'm testifying on behalf of also for today. When Vision Zero was first introduced in 2014, it seemed like a noble but impossible goal.

However, today it is highly accepted and significantly as a significantly viable route to safety and in many cities, a reality. From Oslo, Norway to Hoboken, New Jersey, we now have proof positive that Vision Zero is truly achievable. Underline achievable. That being said, this is a way to save lives. Cities are using this road design to make walking, biking, and driving safer, and it Saves lives.

Meanwhile, this year so far in New York, over 150 New Yorkers have been killed in traffic already, including 4-year-old Zachariah— sorry, I said it in Hebrew— Zachariah Padilla, who was killed by an SUV driver when he was walking with his mother. A 79-year-old woman, Yvette James, who was killed by an SUV driver that jumped the curb and hit her on the sidewalk. 29-year-old Paulina Tekchok, mother of a young daughter who was killed by a truck while biking to work.

All of this is insanity. And of course, in 2024, the Ocean Parkway crash that killed my neighbor Natasha Sada and her 2 young daughters as they crossed the street on Shabbos after shul. That super speeder, may I note, Miriam Yerimi, sits behind bars but will be back on the street as soon as next year. 3 years was the minimum of her sentence.

These deaths are preventable, and with different infrastructure design and policy changes, each one of these New Yorkers could, would still be alive. We know this because our peer cities around the world are dramatically safer. And in fact, New Yorkers are twice as likely to be killed in a traffic crash as compared to neighbors in London, Paris, Tokyo.

Wow, that got me. I had a lot to say. That was fast. Yeah, I know. I'm like— Thank you. Okay, okay.

Good afternoon, everyone. I know I'm a familiar face here, and I first want to say thank you on behalf of my family, Families for Safe Streets, Transport Alternatives, for the work that you're doing to help us make New York City streets safer. My name is Julianne Williams, and I'm a member of Families for Safe Streets. I'm here today for my daughter, Joniqua, who was killed in 2016 by a reckless driver just blocks from her home in Lethrak City.

Joniqua was a fellow student, likewise myself, in York— in York College. She was my best friend, beautiful, tremendous person who brought light to our world. Her death has devastated our family. I'm here because we must be serious about taking action to prevent crashes like the one that took my daughter's life. These crashes are preventable. That is not for debate.

The question is whether we have the political will to take action to reach the noble goal of Vision Zero. The time is now. The time is now to implement Sammy's Law zones to bring slower, safer speeds to neighborhoods across the city. Pass the Stop Super Speeder law and implement the program by spring 2027. Albany did their part earlier this year, and now it's New York City's turn to slow down the fastest, most reckless drivers and implement on the timeline outlined on the state law.

Vehicles with 16 school zone speed camera violations and twice are likely to be involved in a crash resulting in a fatality or serious injury. And new legislation will finally force these vehicles to travel at the speed limit. Thank you for your testimony, and you are right, the time is now, and we need to hold the administration accountable.

Definitely. With respect to the super speed— stopping super speeders deadline of spring 2027. So thank you so, so much for joining us. This panel is Excused. Yes, thank you. Thank you. Next up, we have Ligia Gualpa, Alejandro Ovajales. Sorry about that. Jadira Sanchez, Sejong Bald or Selon Bald, Gustavo H. So we have Ligia. Alejandro. Is Alejandro on the— is here?

Okay, let's wait for him. We have Yadira. I see Yadira. I see Gustavo Celon, right? And then do we want Alejandro on the next one, or let's wait for him on the next one. All right, we're ready to roll, starting with you, Ligia. Yeah, okay.

Thank you so much, Majority Leader and Chair, for the opportunity to speak today. Uh, my name is Ligia Hualpa, and I'm the executive director of the Workers Justice Project. I'm really excited to, uh, be here in support of Intro 013, which will require the Department of Transportation to increase the pace of protected bike lanes, um, and also to highlight the importance of infrastructure for app delivery workers.

For delivery workers, the streets are their workplace. Yet our streets lack the safe infrastructure workers need to do their job safely and return home safely. I think today we heard about how cars are also the main cause of a lot of fatalities. That's actually been one of the biggest issues that delivery workers have experienced. Our recent report with CUNY driven by algorithms, 53% of delivery workers reported work-related injuries, and most of those injuries were related to car crashes or traffic crimes.

Most of— so workers face pressure also from apps to deliver faster while navigating dangerous streets. More enforcement and more policing, we strongly believe, will not solve the infrastructure crisis that our cities facing. We need safer streets, stronger protections, but also an infrastructure that meets the reality of working New Yorkers, particularly delivery workers. So we urge the council to increase the pace, not only the installation of bike lanes but also bike parking, secure bike parking, safe e-bike charging, and other essential street infrastructures, prioritizing neighborhoods where the, the need is greater.

Particularly, for example, 11th Street on the Lower East Side, where there has been numerous reports where there is a great need of secure bike parking. Also, we want to express our continuation of continuing to work with you to deliver solutions to make our streets safer. Also, I think the team will love to invite you to do a bike ride with a deliveryista on a date.

I would love that. I would love that. And I agree with you that the city is falling very much behind when it comes to the installation of bike lane infrastructure. And the failure to do that also creates harmful conditions for everyone, right? All right. Next. Thank you. Good afternoon, Majority Leader Abreu and members of the committee. Thank you for the opportunity to testify.

My name is Yadira Sanchez, organizing director of Los Deliveryistas Unidos. We support Intro 0613 to accelerate the installation of protected bike lanes and make our streets safer for everyone. Delivery workers face serious risks every day. Many have been injured or killed by cars, especially where protected bike lanes are missing or blocked by parked vehicles. Workers should not have to choose between risking their lives in traffic or being blamed for unsafe streets.

Street safety is a top priority for delivery workers. We need protected bike lanes, secure bike parking, and safe e-bike charging infrastructure. We urge the council to invest in these solutions with the same urgency it brings to enforcement. Increased police enforcement can also have devastating consequences Just last week, actually a couple of days ago, a delivery worker was arrested after a traffic stop for an alleged wrong turn.

The judge dismissed the case, yet the worker was detained by ICE. This is why we are concerned about policies that increase police interactions with immigrant workers. We urge the council to listen directly to delivery workers and address the root causes of unsafe streets. Workers have been here to share their experiences, and we invite you, Majority Leader Abreu, and the entire community to spend a day making deliveries with them so you can understand what they're going through.

Thank you so much. We look forward to continue working with you all together and build safer streets for delivery workers and for New Yorkers. Thank you so much. Thank you. Thank you. Good afternoon, Mayor Liddy. Thanks for the opportunity to testify. My name is Gustavo Ache, co-founder of Deliveristas Unidos with the Worker Justice Project, and we are here today to show support to the Intro 0613 for New Yorker delivery workers.

The street is our workplace, and every day we deliver food, medicine, and essential goods. So we are putting our life in risk every day. So we need more protected bike lanes, more parking space for our bikes, and charging stations so where we can rest, so where we can work with dignity. So we need solutions that prioritize infrastructure instead of policing and ticketing immigrant workers in the street as police doing now.

So as Ligia and Yadira, they just said, we're inviting you to spend the whole day with some delivery workers because sometimes a lot of politics, they spend just one ride, 10 minutes, 20 minutes, not enough. to see firsthand what is the daily life of delivery workers. So we're inviting you to stay with us for a whole shift.

That's what we're looking for. I will join you for some time. So we're looking forward to work together with you. So as delivery workers and organizers, we know firsthand how it is to be in the street every day. So thank you for the time. Thank you, Gustavo. Okay. Good afternoon, Majority Leader Shanabru. Thank you for the opportunity to testify today.

My name is C. Loubalde. I'm a food delivery worker in New York City and also an organizer from Worker Justice Project and NDU. I've been doing delivery for the past 3 years. I'm here to express my, my strong support for Intro 0613 Which would require the city to install 100 miles of protected bike lanes every year for 6 years.

As delivery workers, we spend our days riding through traffic, dangerous intersections, puddles, and double-parked vehicles. Our streets are our workplace, and street safety is workplace safety. We deserve to earn a living without putting our lives at risk. But we need more than protected bike lanes. We also need safe places To park our bike, charge our e-bike batteries, rest, eat, and take breaks during long working hours.

These are basic needs, not luxuries. Instead of punishing delivery workers, the city should invest in safe infrastructure and listen to the people who use its streets every day. We are ready to work with the city, share our experiences, and help develop solutions I invite, as I said, Majority Leader Sean Abreu and all elected officials to spend a day working alongside us as delivery workers.

Come ride with us, deliver orders, and experience firsthand how difficult and dangerous this work can be. We believe that by working together, we can make our streets safer for everyone. I urge the City Council to support Intro 0613. We are not the problem. We are part of the solution. We deserve safety, dignity, and respect. Thank you for your time and for listening to delivery workers.

Thank you. This panel is excused. Next up, we have Alejandro from WJP, Los Liberistas. Antonio Martinez. Abubakar Key, Muhammad Riaz, Joshua Wood. You may begin. Hello. Good afternoon, Majority Leader Shawn Abreu and everyone here today. My name is Alejandro Grajales, and I have been a delivery worker in New York City for over 10 years. I'm also an organizer with Worker Justice Project.

I'm here today to support Intro 0613. After more than 10 years making deliveries, I know how dangerous our streets can be. Every day, workers have to deal with traffic, dangerous intersections, and drivers who don't respect us. That's why we need more protected bike lanes, safe places to charge and park our bikes, and spaces where workers can take a break.

We need Safer streets, no more tickets or punishment for workers who are just trying to make a living. But today, I also want to make an invitation to all of you. Come and visit our center. Talk to the workers. Listen to what they go through every day. And even better, I invite you to spend just 1 hour, 1 hour making delivery with us.

Get on a bike, ride through the city, and see what our working conditions are really like. I believe that one hour on the street can teach you more than many hours sitting in meetings talking about our problems. We are not asking for anything special. We are just going to do our jobs and make it home safely for our families.

Thank you so much. You have me for an hour. Next. Buenos días. Buenos días. ¿Cómo está? Buenos días, líder Sean O'Brien. Un gusto, como siempre. Mi nombre es Antonio Solís, represento a los delivery de Estados Unidos y a WJP y a miles de trabajadores que hacemos delivery en las aplicaciones. Hoy estoy aquí para apoyar la iniciativa 0613 porque los trabajadores de reparto necesitamos calles más seguras.

Todos los días arriesgamos nuestras vidas para entregar alimentos, medicinas, comida, bebida, alcohol, de todo un poco. Muchos trabajadores sufren accidentes mientras trabajan, enfrentando lesiones, pérdidas de ingresos y dificultades para mantener a sus familias. Necesitamos más carriles protegidos para bicicletas, estaciones seguras de carga para bicicletas eléctricas y espacios designados donde los repartidores podemos esperar pedidos de manera segura.

También nos preocupa el trato que recibimos por parte de la policía. Muchos trabajadores enfrentan multas, hostigamiento y controles que pueden sentirse desproporcionados mientras intentamos ganarnos la vida. En lugar de enfocarse en castigar a los trabajadores, la ciudad debe priorizar la prevención de accidentes mediante infraestructura segura. Las multas y vigilancia de la policía no sustituyen los carriles protegidos ni resuelven las condiciones peligrosas en las que trabajamos.

Pedimos al Consejo Municipal y al Departamento de Transporte que escuchen nuestras voces y nos incluyan en las decisiones que afectan nuestra seguridad. Nuestras calles es nuestro lugar de trabajo. No deberíamos arriesgar las vidas Para ganarnos la propia vida. Los trabajadores de reparto no somos el problema, somos parte de la solución. Necesitamos calles más seguras, infraestructura adecuada y respeto por nuestros derechos.

Muchas gracias. Gracias. Next. Good afternoon, Majority Leader Shawn Avery, and thank you for the opportunity to testify today. My name is Abu Akaki, and I have been a delivery worker since seven years. I'm here to strongly support Intro 613 because delivery driver workers deserve safe streets, protected bike lanes, and safe working conditions. Not more policing, harassment, and tickets.

This bill will require the Department of Transportation to build 100 miles of protected bike lanes every year for 6 years. This is the kind of investment we need to protect the more than 80,000 delivery workers who help keep this city running every day. We appreciate the protected bike lane the city has already built, but our work does not stop there.

We need secure bike parking, safe e-bike charging stations, and designated resting and waiting areas. Instead of spending more money policing delivery workers, the city should invest in protected bike lanes, practical safety solutions, and infrastructure that saves lives. Thank you. We call on Majority Leader Sean Abreu and our elected officials to work directly with Los Deliciosos Unidos and the Worker Justice Project to develop policies that protect workers rather than punish them.

And I invite you to do— to experience our daily challenge, see the dangerous streets we navigate, the pressure we face, and the risks we take to deliver food to New Yorkers. Do not make decisions About our life without understanding our reality. Thank you for your time and consideration. Thank you for your time. Next. Good afternoon, Majority Leader Sean Abram.

Thank you for giving me the opportunity to speak today. My name is Ms. Muhammad Riyad. I am organizer and leader Worker Justice Project and Los Del Presidio. I work in New York City almost three years. Today I'm here to support Intro 0613, which would require the DOT to install 100 miles of protected bike lanes every 6 years.

Recently I was involved in an accident in Brooklyn on a street with poor lighting and speed bumps. The darkness made it difficult to see the roads clearly, and I was involved in an accident. Our streets, our workplace. We need support, uh, protected bike lanes, better state to lighting, secure bike parkings, safe e-bike charging station, and resting area to the delivery worker can rest.

The city must invest in safer infrastructure instead of replying to tickets and enforcement. I urge city leaders to listen to workers and work with us to create practical solutions that protect lives. We are not a problem. We are part of the solution. We deserve safe streets, dignity, and a voice in the decisions that affect our lives. I invite our Majority Leader, Chaudhry Abram, to visit our center and work with the delivery workers, then you can know how the delivery workers right in New York City, how they face these problems.

So thank you so much for giving me the opportunity to talk. Thank you. In your incident, you said there was poor lighting there too? Yes. Thank you. It is. Okay, I just wanted to clarify. Next. Good morning, Mr. Abreu. My name is Joshua Wood. I'm a delivery worker with 10 years of experience. I am here in support of Intro 0613 because we need safer streets through better infrastructure and not more policing and enforcement.

Delivery workers are not the problem. In my time on the road, I've delivered everything from food to pharmaceuticals to material samples to the outfits being worn at the Met Gala. And the reason that all of these goods are delivered by bike, e-bike, and cargo bike is because we are the most efficient way to do it. Every item delivered via micromobility represents one fewer car, one fewer double-parked truck.

Residents need us, businesses need us, and our streets design needs— and our streets design needs to reflect those needs to accommodate the needs of us workers. 100 miles of additional bike lanes doesn't sound unreasonable compared to 80,000 delivery workers on the streets every day, spread across every neighborhood. The approach needs to be comprehensive because our routes are not just limited to the major commuter corridors.

Thank you. Our road infrastructure was designed knowing that cars, trucks, buses, taxis, they all have different needs, and the same is true for bike infrastructure. We need the major bike lanes to be wide enough to pass, to safely pull over without having to ride on the sidewalk when we have to stop at every drop-off. We also need daylighting at intersections, secure bike parking and charging stations, designated rest areas, and a means to address the most reckless drivers who put our lives at risk.

And again, that's why we are— that's why we're inviting you and me to participate. Thank you. DOT officials, um, to meet with delivery workers and ride alongside us to see the challenges that we face firsthand. The streets are our office, and we are grateful for a seat at the table in making them efficient for everybody. Thank you so much for your testimony.

Appreciate your time. This panel is excused.

Next up, we have Caitlin Villatoro, Eric Richardson, Sandra Huambachano, Kate Cole, and David Bartner. And can we get an extra chair, sergeants, if we— should we need it for the, for the child? Nice. All right, you may begin. Hello, my name is Caitlin Viatoro, and I'm the New York City Policy Fellow at the New York League of Conservation Voters.

Thank you, Chair Abreu, and members of the Transportation Committee for this opportunity. We'll be submitting longer written testimony. As outlined by Vision Zero's core principles, not one single traffic fatality is acceptable. Streets— safe streets must be the standard for any city, and all forms of travel— walking, biking, or public transit— should be enjoyed without fear. Since its implementation in 2014, we've seen Vision Zero launch life-saving measures that encourage pedestrian safety and design streets for better travel alternatives.

We've long advocated that these safety measures and sustainability go hand in hand. We applaud the Mamdani administration for their demonstrated commitment to Vision Zero with the release of Vision Zero Reimagined. Overall, we need comprehensive solutions to eliminate traffic, traffic deaths and injuries, and the 8 goals outlined set a clear path to achieving this. The need for funding and implementing Vision Zero policies are even more urgent given recent traffic fatalities and injuries.

The city must implement Sammy's Law and continue investing in safe bike and e-bike infrastructure. We support the passage of Intro 1070, a 2-year low-traffic neighborhood pilot program. LTNs limit the amount of cars that cut through neighborhoods, making streets safer, quieter, and more welcoming. It represents what New Yorkers want for their communities: fewer cars speeding through their blocks and more livable streets where people come first.

We also support Intro 1153, which will curb speeding by requiring the worst speeding offenders to install a device that would force them to go at the speed limit. And we would like to urge the City Council to consider Intro 511 as part of the Vision Zero toolkit, implementing daylighting barriers at a minimum of 100 intersections per year.

Daylighting makes pedestrians at crosswalks more visible to drivers, and can reduce the chance of collisions. We are moving in the right direction with street and pedestrian safety. This reimagined strategy for Vision Zero is what the city needs but cannot be executed without proper funding. We look forward to working with the council. Thank you.

Thank you. Next. Good afternoon, Chair. My name is Eric Richardson. I'm the former Deputy Chief Fleet Officer for the City of New York, and I now advise governments and commercial fleets on vehicle safety. I was actually part of the team who put the first 50-vehicle pilot in place for New York City vehicles and actually had the pleasure to speak with, uh, on a panel with now-Mayor Madami about intelligent speed assist back in 2023.

I want to thank you for getting this legislation finally on paper. New York State was one of the first states to introduce the law, but not one of the first to pass the law. In fact, there are many states who are now implementing the law that they've already passed. I do think that one of the things we need to do is make sure we're doing all the work, taking all the action, and dedicating everything we can to make sure this law is in place and implemented no later than the scheduled date of May 2027.

As is, we're going to have to wait for violations to be issued, time for notifications to be made, installation time, and quite frankly, I don't think anybody in this room wants to explain to a family that loses a loved one when we have the power to stop tragedy from happening. I want to emphasize that ISA works. We know it works on low-end vehicles— Fords, Chevys, Toyotas.

We know it works on high-end vehicles— Porsches, Mercedes. And we know from the City Pilot that it works on all sizes of vehicles. The reason why I say this is because sometimes laws and good intentions need to catch up to technology. That is not the case here. Also, I want to Emphasize that I do understand that there's a difference between regular vehicles, commercial vehicles, and city vehicles.

But quite frankly, I think the current introduction is too broad, exempts too many vehicles. The City Council can pass a law similar to truck side guards that covers city vehicles, regulated fleets, trade ways to ensure that these vehicles are just as safe as everyone else. The legislation as introduced is a strong step towards saving lives on our roads, and I look forward to working with the council, the sponsors, and your staff to move this towards a vote, get it to the mayor's desk for signature, and implementing it without delay.

Thank you. Thank you. Hi, this is Kate Coley, and thank you for your time. Of course. Um, I am a resident and I walk the city. And one of the big intersections that I have found that is just horrible for women and children handicapped is Atlantic and Flatbush. And I don't see any mitigating devices. I see people turning right out of desperation because— I'm sorry.

You know, it's like one car turns right on that intersection per light. So you'll have this backup of school buses, da da da da, and they'll they'll cut off people in the crosswalk. So there, this is a hot area. I watch it. I am just it needs something needs to be done. This particular intersection, this particular time.

When I interview UPS drivers or anyone, they say this is one of the worst intersections in the whole city. Thank you for your time. Thank you. I mean, we all— city ought to be looking at that and doing something about it. Next.

Good afternoon, everyone. My name is Sandra. Thank you for the opportunity. I am a neighbor. I'm originally from New Jersey. This is my second home. I do have a lot of ride-outs, so I'm sorry for that. That's okay. Once again, my name is Sandra Wambachano. I am founder of We Strive for a Place to Ride. I am representing thousands of recreational transport riders, delivery couriers, and working-class families who face intense regulatory bottlenecks across our communities.

First, standard low-speed and recreational vehicles are classified explicitly as consumer products under Title 15, United States Code, Section 2085, overseen by Consumer Product Safety Commission, which is a 15 U.S.C. Code subsection 2085-LOW, because they are manufactured under bicycle and product safety standards rather than automotive frameworks, these frames do not possess a 17-digit National Highway Traffic Safety Administration VIN.

When municipal codes seek to enforce motor vehicle-level tracking or local registration matrices on these consumer frames, it triggers an unworkable paradox. Major insurance companies do not issue standard automotive liability policies to consumer items lacking an automotive VIN, forcing our workforce— when a neighboring state implemented sweeping registration laws, This past July, the severe economic damage to local bike shops forced lawmakers to frantically introduce Senate Bill S.4830 this month to reverse the mandates.

Most tragically, the lack of proactive education is costing lives. May I continue? Please wrap up. Okay, thank you. Children have died on public roads and in Instead of taking accountability of lack infrastructure, the system is hitting grieving parents with child neglect. Thank you. Thank you. I will submit the documentation. Thank you so much. We'll make sure to read it.

Please, please do give us— I think we can partner up in many things. Thank you so much. I appreciate you coming in today. Next.

Hey, my name is David Bartner. I'm a father. I live in Brooklyn. I have 3 kids. Sorry, I don't know why I'm emotional, but every day someone does something dangerous in a car. Every day near our house. And there's no accountability. The other day I was almost hit by a car that had like 20 speeding tickets and had Jersey plates.

And that car has been looked up on How's My Driving like 10 times. Aww. It's absurd. This guy knows how to cross the street. But he can't because it's so dangerous. And that's why all parents don't let their 5 and 6-year-olds cross the street on their own. That is no kind of a society. We have to be moving fast to allow our children to grow independently, where the consequences of a mistake are not life and death.

The danger is not delivery bikes, who have gotten like a lot better, I would say, in the last couple years on the streets. The danger are these Huge vehicles who are making noise. Everything as small as wake— making noise to wake these kids up from naps, to disturb our peaceful neighborhoods, to slaughtering our children for something as simple as riding a bike.

I really want to ask the city is, when he's 10 years old— he's 6— when he's 10, will he be able to ride a bike to his friend's house on his own? Unfortunately, I think probably not. But that's a simple goal. And we should aspire to it. And anyone who's trying to get in our way is getting in the way of very simple progress that is attainable.

We see it in other cities. We see it in other places. The reason parents don't let their kids do this stuff anymore is because in the '70s, in the '60s, look up the numbers of kids who died by cars. It was horrible. So parents started keeping their kids indoors. And go back in New York City history, you'll see protests.

From children, from mothers in the '40s and '50s. They gave up and a lot of them left. Let's build streets for our workers, for our children, for joy and for beauty. Thank you for your heartfelt testimony. Government needs to do a lot, a lot more, but appreciate you taking your time and bringing your kids with you. We're doing it for them.

Thank you. This panel is excused.

Fakhrul Hasan, Modi Soh, Jairi Castro, John Steven, Boubacar Barry. As a reminder, to please state your name before you speak. Thank you very much. Buen día. Agradezco la oportunidad de hablar. Mi nombre es Jairi. Y pido al consejo que escuche a quienes usamos estas calles para trabajar. Una calle recién construida debe revisarse con las personas que la utilizan.

Después de abrir un carril, los trabajadores pueden decir si la ruta conecta bien, si una señal se entiende y si el acceso a los puntos de entrega funciona. Esa evaluación permite aprender y mejorar los siguientes pasos. Apoyamos la inversión de INT 0613-2026 y pedimos que la experiencia de los repartidores forme parte del seguimiento, no solo de la conversación inicial.

Apoyo al INT 0613-2026 y la invitación a trabajar directamente con nuestra organización. Planifiquemos estas mejoras juntos. Muchas gracias. Buenos días, mi nombre es John Carrero y trabajo en entregas. La seguridad de las calles es también un asunto laboral. Los repartidores no deberíamos tener que perder un día de trabajo para participar en reuniones públicas. Pedimos horarios flexibles, opciones accesibles e información en los idiomas de nuestras comunidades para que todos podamos compartir nuestras experiencias.

WGP y Delivery Unidos pueden ayudar a conectar a los trabajadores del Departamento de Transporte, con las siglas DOT, para que nuestras voces sean escuchadas durante la implementación del INT 0613-2026. Apoyo esta iniciativa y pido Al DOT consulte a los repartidores. Somos parte de nuestra solución y merecemos calles seguras para trabajar. Muchas gracias. Good afternoon, Mayor de Leader Sean Abbott.

I am Bengali. आज आमा के वक्त बराकर शुजुकोरा जन्ना अपना के दोनों बाद I am Fakhur Hassan, LDU WJPR region, Shodheshwar, Ami, New York City region delivery code Mihishabhe Kajguri. Abong intro 06132026. दर पॉइंट जूने शुरू की तो बाइक लेन निरापत बाइक पार्किंग ईबाइक चार्जिंग निरापत व्यवस्था एवं निदरित विस्तृत में स्थान दुर्गढ़ नापुतिरो दो जीवन रखा जो न शहर कोतिपक्के के निरापत अपकटार निर्माणे बिनियों कुर्ता हवे ऐके शांगे डिलीवरी को मिदिर पोती बोशम मुल्लों के नौजव देर कताशुनों एवं आमादे पौधे दिने बास्तव वो भी कतर बीते थे काज़ोकौर शमदंतोरी कोट्ते आमादे शांगे शराशुरे काज़करुण आम्रा शमिश्यानोई शमिश्यहोलो और निरपोत रास्ता अपवस्तो अपगाटमो आम्रा निरपोत तब शम मौत ज़्यादा शोनमान उदिगर एवं आमादे जीवन के पवावितो करे एमुन शिद्धन्तो testify in whatever language they like.

And for folks who can't understand, you can check the official hearing record where the folks' testimonies will be translated for— in English. But please continue testifying in the language you're testifying. Next.

Thank you so much. Good afternoon. Thanks so much for giving me time, opportunity to testify. Hello, I'm Boubacar Barry. I have been a delivery worker here in New York for 3 years. I want to share my experience. Delivery workers are frequently having their account deactivated without even knowing what they supposedly did wrong. I have personally had my account deactivated twice, both times without being told what rule I allegedly violated.

Sometimes when we arrive to make a delivery, we encounter an intox scattered customer will later file a false report against the delivery worker. Meanwhile, Uber and other apps don't even bother to ask the worker for their side of the story. They simply proceed to deactivate the account. We are calling on the city council to look into the issue, as people are losing their jobs every single day.

I am currently out of work because my account was deactivated, which is devastating given the high daily and monthly living expenses here in New York City. For instance, for example, GrowHub deactivated my account. I spoke with one of their representatives who admitted that the deactivation was a mistake, yet my account has still not been restored. Thank you so much.

Thank you. Hello, my name is Modiso. Biere miko Modiso. Kodwa e New York ligi romi ligi ya mola for the doop touch Uber. Ben njogi salele nfeito bangi Uber. Piske polisi ene jagu min nfeito hoko di mintikirai. So dum benikadi. من جوگی پرمیم یہ میں بھی انا یہ تر اور دا سائی تھی نیند دا کوپا دا کونہ وان دومین ون ہیرہ نو دا دومین بچالو یالتو تھی سو بچالی میں یالتو تھی کہتے ہیں وہ نا دا بھوئی رین کہتے ہیں ماں اوپر والا سو سے تک کہلے ہم پرمیم دا لگا رہے ہیں لگا رہا ہوں ماں جوگوں دا پرمیم بس کہ میں بھی علیلی علیلی یہ تھی نوئی دا کوپا نا کونہ ہو دیکھو تم نا تاں وانا ہے پرمیم تاں وانا ہے مار پرمیم نوان دا بے تو بانگ کا دی منانی واندے ابیمبیو لوئی نیورکو سو تائیونی این آرہ سہاویل ارواہا وادوگ دی اندر ایرکو گری کیلو جی نو گاس امدون سولم سینام خوکاریم بے خو پورولے منفیے زب ارواہا کے اور دا ڈیڈی اور دا ڈیڈی تا وائی دیمبائی واندے کیلو جی نو گاس واللہ نوکے دا اور دا چیتا اور دا چیتا दिनों बायों किलोज़ नौगास, तुमनों होकर लीगुटा बेखुपारुलेम फेंक।

देखे दी, सो ताइवानी तुमनों नियम ना हो या मैं मिंजोग रख पारुलेम क्यों? गैराल गोंगांगल, मैंने नीनी विया वन दे वेलोज़ दी, साली गुरीम वेलो लेबिजेया गोंगाला लेगुरीम लुम्हितांड, ऐसांसु वेलोंगो। बोके في حيث إنه خدوب دي بيها يما يوقع يما بين جوجياً بروليم في وانت تاوونون وانا لومدون فوف بندنجارين وانت يمبينين دوسو إنه واي تاوون دنجارين تايون ترى تيمديجوي.

ثم بيامو يو چانسو ولو کو پوٹی کو لگراد کو کالا لبجیکو یو چانسو لومدون فود او جنرال تيمديجوي لومدون کو بروليم فی. وانجارم تانکیو. تانکیو.

Bonjour, je m'appelle Boubacar Barry. Je viens au nom de communauté WDP LD pour demander les améliorations concrètes pour livraires. Les livraires rendent un service quotidien à des familles, des restaurants et des commerces. Ils méritent des endroits où attendre et se reposer. Dans les conditions respectueuses. Il ne devrait pas être nécessaire de s'asseoir sur le sol ou de rester debout au bord d'une rue.

Très fréquent. Des équipements publics bien gérés témoigneraient que la ville prend au sérieux les personnes qui font fonctionner ces délivraisons. N063-2026, paix s'inscrit dans une prose plus large de sécurité, de digne au travail. Veuillez soutenir N0613-2026, prévoir les fréquemment nécessaires en même temps que les pistes. Je vous demande d'adopter N 06/14/2026. Je vous remercie. Thank you. Thank you.

This panel is excused.

Next we have Alexis Hernandez, Jessica Davila, NDA Khalifa, Abdoulaye Diallo, Christopher Johnson. Usually get last. We're changing things around here, Chris. I'll go first. Yeah, yeah, you can go first. Um, no, I mean, it's, it's a panel, so everybody can come up. All right, please go, Mr. Johnson. Yeah, hello, my name is Christopher Leon Johnson. I support every bill on the ticker, including Intro 613.

I want to say this right now, that I know that a A lot of these guys here, including the top people like Lydia and Alejandro, are telling you that you should take at least an hour to be at the Larista for a day, Mr. Abreu. But I think you should take a week and be at the Larista.

Do it with no security detail, no city council security sergeant arms. Just be you. Be with them and you understand what's going on. If you could take a trip, it'd be good. You could post all over social media yourself in Italy for a week. You can do the same thing and post yourself over social media with being a liverista.

Wear the same stuff they're wearing and you'll see what them guys go through. I think you have a bigger outline about their fights being a liverista. I'm going to say this right now about the bill 613 that, um, yeah, we need protected bike lanes, but at the same time we need to find a way to, um, do the phase out for these e-bikes that we see outside the liverista hub With the batteries that look like time bombs.

That'd be my advice going forward. They need to have like a real program to get those bikes out of the way. It doesn't matter if you have protected bike lanes to the top, like Brooklyn Bridge, or like some of the most dangerous areas in the city where you have to have the protected bike lanes. But if there's no real bike structure, like the physical bikes these guys use, they're To be taken out and get replaced with Joko bikes or Wiz bikes or real regulated bikes, it does nothing for them.

Going forward, the city council need to get back to the drawing board to where it's at. They need to find a way to make sure these guys and gals don't get unfairly deactivated more because even they on the bike lane and they need to be helped instead of penalized for trying to do their job. So I know it's kind of short, but I support the bills on the ticker.

And like I said, two weeks as the Libristo. Thank you. For the record, I don't have security detail. Maybe you could be my security detail. Yeah. Next. I know. Yeah. All right. Thank you. I'm gonna leave. You you have to wait for the panel to be excused.

Hello. I'm Anam Masum Rahman. I'm a young WJ peer, Shadusho. He's a very kind and askable, more booktuber there, Junashiti. I'm in 06/13/2026, a Shomarthun Kuri. ए पोस्ता पर उद्धीने पूरी बहन विभाग के डीओटी आगामी छह बार चौधरीपोती बोचर एक्शन माल शुरू खेतों साइकिल लेन निर्माण करते हो बे। ए युद्धोक्षारक निरापत्ता उन्नतों करते, अबंग डेलीवरी कोर्मिटी शुरू रखा गुरुत्वपूर्ण भूमिका रागबेबुला में माने कोरी।

न्यूयॉर्क सिटी और अन मुख्य मुखी हॉन निरपद तन निश्चित करते शास्त्रिमुलक व्यवस्था ऊपर निर्भर ना करे शहर और उचित निरपद शहरों को अवोकाट हम तोड़ी एवं दुर्घटनापोतिरोग विनियोग करा आमिर सिटी काउंसिल के शुरू खेतों साइकिल लेन निरपद मोर एवं उन्नत शहरों को अवोकाट हम निर्भर अरो गुरुत्व दर्जनों आ जाओ रोधिकार निश्चित कोरा जुन्नो अपना के ओनुरोज जनाची दोनों बात थैंक यू नेक्स्ट बोन्जूर बोन्जूर तू लेमोंड बोन्जूर लेसेफ और ले मेंबर दे कॉन्सेल जे मापेला ब्लाई गैलो जे व्यंग अवेक W.

J. P. L. D. U. Les lieux de prise en charge sont souvent les endroits où les livreurs attendent le plus longtemps. Des supports avec vélo et des zones d'attente à proximité aideront les travailleurs à rester organisés sans encombrer l'entrée d'un restaurant. Les commerces pourraient aussi bénéficier d'un espace plus clair devant les portes. La ville devrait repérer les secteurs où plusieurs restaurants construit les commandes, puis discuter avec les personnes qui travaillent.

Les petites installations bien placées peuvent rendre les arrêts quotidiens sûrs. Je souhaite l'objectif de 100 000 par an et des demandes de doute reliées, projets utilisés, utiles, rendez l'engagement visible dans nos rues. Merci beaucoup. السلام عليكم ورحمة الله. ما قلت له خلي فنجاي لسان قاله. تعجينك لينخمني مو في جيت يكتبون. موي جاف جافينخمني مو ملاني أم. جي لينخمني موي لقيه بني لقيه ليدليفري.

دي واخن Lek lek danyi am ejefe jefe yo khamen tenini, dfa bari lol yinji imane sitere moe. Danyi am ejefe jefe parking, diam jefe jefe linga khamen moe charge a i battery. Danyi am tamini usi linga khamen tenini moe jefe jefe ak restorai, ak jefe jefe ak ninga khamen tenini yom yom yom yi legelwi mani a i uber, a i grab app ak yene ni duras.

Donc ninginyan, dake binga khamen moe moe New York City. Nous sommes son carangue, Tchitalibi. Nous avons d'habitude d'ignorer un accident. Nini ou Bilbund, nous sommes également aussi son carangue. Tchininga, comment t'es né? Nini, d'ignorer agresser, défendre, d'ignorer agresser. Et également, les Tchiguna importants, Tchiguna, comment tu es né? Moi, dans les règles, nous touchons contre, te donnons la voix d'arrêt.

C'est quoi le pays? C'est le Libéria. De là, on vient comment t'es né? On va participer. پہ چی بس بھی دلن سنت بوبا تے دلن گرم چیسی تہوائی بھی جرجف. Thank you. This panel is excused.

Next up we have Mohammed Uddin, Sver Al Masoud, Kukra Loko, Ibrahim Barry, Francis Montano. Just give us one second to make sure we're not missing anyone. Just want to make sure we're not missing anyone. Mohammed Uddin, Zved Almasoud, Kukra J. Loco, Ibrahima Barry, Francis Montano. All right. I will ask— let's add more people to this panel. What's your name?

Curtis. Perfect. Please come on down. Jonathan Belisario here. Jonathan, perfecto. Venga para acá, por favor. Te puedes sentar ahí. Perfecto. All right, we'll begin from my right. Bonjour à tous, je vous présente à vous, je m'appelle Ibrahim Barry. Je suis venu ici à cause de notre souffrance qui est en train d'être commise actuellement à cause de Deliveroo, ce qu'ils ont fait depuis 3 ans comme ça.

On rencontre beaucoup de souffrance dans ça, notre application est en train de couper à cause de à cause des difficultés qu'on est en train de rencontrer dans le travail. Comme c'est les commandes manquantes, avec les autres choses, on rencontre des difficultés sur la route, dans l'embouteillage, des choses là. On a eu beaucoup de souffrances dans cette application.

Notre application Beaucoup de gens sont coupés à cause de cette souffrance-là parce que nous on travaille avec les tournages avec Uber. Tous les chaque jour quelqu'un qui va te plaigner son application en train de couper. Quand tu as demandé le motif, en train de te dire son c'est le client qui est en train de réclamer la commande n'était pas complète ou chose Uber à cause des retards mais Actuellement, nous sommes en train de souffrir à cause de ça.

Je vous remercie pour prendre notre ou votre temps pour nous écouter. Je sais que vous pouvez nous aider à cause de ça. Je vous remercie. Thank you. Next. شوفوا دوفور محمد ماجاريت ليديا شانابرا. أشكر عمر بكتوب شوزق دار جوننا أمي محمد الدين. अामी नियार के रैक्जोन delivery driver सो आमी delivery तो दस delivery justice project रैक्जोन शादुशा आमी intro शुन्य छाय actin दुई शुन्य दुई छाय समर्थन करी कारण निर्यापत छोरक गोड़ते आम्राव बालो अबू काठा मौत दौर कर उतिरक्तो पुलिस तत्परता नोए delivery करते कि आम्रामी युद्ध गठणा शिकर होए ची अल्पो समर मध्य डेलीवरी शेष करा चापे आमादर और निरपद बाबे बाइक चलाते बैठ दो करे अमी एम ऑन ट्रैफिक टिकटों खे भेजी जखाने आमार का से ऑनलाइन मानो होए चे देरी ते वाड़ा शंग्रो करा रोबीजो के आमार डेलीवरी अकाउंट बंदो करे दावा होए चे आमादर शुरू की तो बाइक लेन निरपद बाइक प दिशा जाएगा दौर करो विभाषित सोमवार को रे आरोजोरी बनाओ पुलिस व्यवस्था न हो आमिर सिटी काउंसिलर सदुष्योदय रामंत्रों ने जाना चाहिए आमदेश होंगे एक दिन रास्ता है काश कोरे देखूं ताले डेलीबेरी कोर में देर प्रति की दर की दरों ने सोमवार सोमवार की हाई ताप नारा नीचे के देखते बार बिना अपना Thank you.

Next. Bonsoir. Bonsoir à l'Assemblée. Je m'appelle Kukra Loko. Ma présence ici parmi vous, juste vous signaler que j'ai été désactivé de mon compte Uber sans raison. Or pourtant, j'avais pris un crédit à la banque pour payer un véhicule et pour pouvoir travailler correctement. Sans, pour des raisons que je ne sais pas, ils ont désactivé mon compte. Donc vraiment, c'est une situation difficile.

Moi, je suis quitté New Jersey depuis six heures pour venir plaider ce cas de sorte que qu'ils fassent vraiment attention parce que c'est notre gagne-pain. d'éviter de désactiver les comptes sans des raisons logiques. Et ça, c'est pas correct. Vraiment, je plaide pour vous, je plaide pour que vous nous aidiez dans ce sens-là, afin que nos comptes soient rouverts.

Voici l'objet de ma présence ici. Merci. Thank you. Next. Bueno, buenos días, líder de la mayoría, Chaun Abreu, y miembros del consejo. Mi nombre es Jonathan José Belisario y participo con WGP y los Delibres Unidos. Los trabajadores de reparto conocemos los peligros de nuestras calles, carriles que terminan Intersecciones inseguras y vehículos que bloquean nuestro paso. Por eso pedimos que los funcionarios se reúnan con WJP y LDU para escuchar nuestras experiencias antes de tomar decisiones.

También nos preocupa el trato de la policía, ya que muchos repartidores enfrentamos multas y hostigamiento mientras intentamos ganarnos la vida. Necesitamos respeto y soluciones que prioricen la seguridad, no la persecución de los trabajadores. Apoyamos la iniciativa del 6/13/2026 y su meta de construir 100 millas de carriles protegidos cada año durante 6 años. Las rutas deben proteger a quienes dependen de ellas.

Queremos carriles Seguras, respeto y una voz de las decisiones que afectan nuestro trabajo. Muchas gracias. Gracias a usted. This panel is excused.

Rob Canfree Singh, last name Singh. Dame Diong. Musa Konde. Keani Herrera. Keane Herrera. Joandra Silva, or Silux. Last name S-I-L-U-X. Mohammed Zemeline. Alhassan Diallo. Kasuf Yoda. All right, I think we have a panel. All right, you may begin. Bonjour, chef de la majorité. Je suis Moussa Condé. Les livreurs ont besoin d'un endroit sûr. Pour laisser leur vélo lorsqu'ils récupèrent une commande ou font une courte pause sans stationnement adapté.

Un vélo peut gêner les passagers ou être explosé, ou vol de hachis solide placé près des restaurants et des commerces endurant Les travailleurs s'arrêtent sans abandonner leur équipement dans un endroit risqué. Ces installations doivent compléter les pistes protégées prévues par INT 0613-2026. Une rue sûre doit permettre de garer son vélo De façon pratique, ce soutien NINT 06 13 2026 et son exigence: les dons doivent installer 100 000 dépistages protégés par an pendant 6 ans.

Nos vétérinaires doivent protéger les personnes Qui est dépendant. Merci beaucoup. Thank you.

Hello, good afternoon for everyone. Can I talk in Arabic, please? Yes. Thank you. My name is Mohammed. أنا أعمل في المجهات توصيل وأريد أن أوضح لماذا تعبر سلامة طرقة المعامل العادلة لأما توصيل أمر أمرين مهمين. تحدث كثيرا من المواقف الصعبة والخطيرة التي يوجهها العمال توصيل عند التقاطعات حيث يلتقرك بودراجات بالسيارة التي تنعطف يجب أن تكون الطرقات مصممة بطريقة توفر الحماية المستمرة والعلامات الواضحة والإشارات المرئية والمساحة الكافية للجميع التنقل بأمان ويوجه العمال توصيل هذه المخاطرة بشكل متكرر أثناء محاورتهم كسب رزقهم أود أيضا أشارككم مشكلة وجهتني مع شركة Uber Eats لقد تم إغلاق حسابي الخاص بتوصيل نهائيا لأن نسبة إلغاء وصلت إلى 21% أي أعلى بقليل من حد المسموح به هو 20% لكن عديد من عمليات الإلغاء حدثت بسبب ظروف خارج عن إرادتي ففي بعض الأحيان كنت أصل إلى المتجر وأخبرني بأن قد أحد أخذ الطلب ولكن أغي طلبات عمداً أو قصداً مخالفة في قواعد خلقت قمة اعتراضاً على قرار اوبر ولكنه تم رفضه وأبلغتهم بأنه لم يكن بإمكاني تقديم اعتراض آخر عبر إجراءات المعتادة كما تواصلت مع اوبر عبر البريد الإلكتروني لكن لم ألتقي حالاً مرضياً لمشكلتي أود أو تحل مشكلة في أسرع وقت شكراً.

Thank you. Thank you. Of course. Next.

Buenas tardes. Buenas tardes. Mi nombre es Kenny Herrera. Trabajo en entregas y quiero explicar por qué la seguridad de las calles es un asunto laboral. Para participar, un trabajador no debería tener que perder un turno completo ni viajar de tan lejos. De su zona de trabajo. Las reuniones deben ofrecer horarios y formatos que se adapten a quienes tienen jornadas largas e información en los idiomas que se usan en las comunidades.

WJP y LDU pueden ayudar a que el diálogo llegue a más trabajadores. Apoyamos el Proyecto 0613-2026 Y pedimos una consulta accesible para que las personas afectadas puedan compartir sus ideas sin una barrera innecesaria. Apoyo el proyecto y pido que la DOT escuche a los deliveristas durante su implementación. Somos parte de la solución y queremos colaborar. Muchas gracias.

Gracias a usted. Next.

Je vous remercie. Je m'appelle Alassane Diallo. Je demande au conseil d'écouter les personnes qui circulent pour les travailleurs. Un livreur ne peut pas toujours rentrer chez lui entre les périodes de travail. Des espaces de repos accessibles dans les quartiers ou dans les communes sont nombreux. permettant de s'asseoir debout, de boire de l'eau et de respecter les forces.

Sans le lieu approprié, des travailleurs doivent imposer un territoire où rester debout près de la circulation. La ville devrait écouter les livreurs pour choisir des emplacements réellement utilisés et une infrastructure adaptée, reconnaître qu'une journée de travail comprend aussi des pauses nécessaires. Je soutiens le 06-13-2026 et son engagement durable à construire 100 000 pistes protégées par an pendant 6 ans.

L'exemple est là sur moi. Un exemple, je pars, j'envoie une commande pour un client. Le client me dit, c'est pas la personne qui devrait me livrer la commande, c'est pas son compte. Je viens de, je livre la commande. Après quelques minutes, Uber me demande, est-ce que c'est toi? Il me demande de prendre une photo. J'ai pris la photo.

Après, le matin, je viens de travailler jusqu'à 20h. Le matin à 6h, je me réveille, on me dit, votre application a été désactivée. Pourquoi? Je quitte le travail, le lendemain on me dit votre application a été désactivée et pourtant nous avons des besoins, nous avons des engagements, on paie les loyers, on fait beaucoup de choses. Dans les conditions normales, on doit nous protéger.

Thank you so much. No, thank you and thank you for sharing your experience.

Hi, good afternoon. My name is Ishof Yoda. Thank you for having me. to impress myself. So as a delivery worker since 2017, I've been doing deliveries. So I know how hard this job is. Almost 10 years. Yeah. It's a long time. So right now I have all my accounts deactivated. Really? Yeah. I'm really— that's awful. So we're getting a lot of false reports.

And then I taken time to having you to like expand your site. They just listen to the report and deactivate your account. So we're here today if we can get protect from the council and take more serious about how hard this job is and about street safety. My concern is about sanitation workers. When they picking up garbage, sometimes oil left over on the street.

And so when you're not aware of it, sometimes you riding your bike, you can slide and fall. So many things happening. This is my concern. And one more thing. About the delivery app algorithm, they putting driver in pressure. They saying that we are independent, but I don't think so. So you cannot reject order that you don't want because they want you to have a type of percentage so you can be able to go online to work.

And sometimes you go to a restaurant. They take time to make the food. When you get late to the customer, you get a report on the app that you are late. So this is an issue we're facing, and I think the council will make a consideration of our concern. Well, thank you for this testimony. When I, when I go on that tour with you guys, I'm curious to— I would like to see how those pressures take place. because I know that it's happening.

We've been hearing about it. So, thank you guys for your testimony, and I look forward to joining you on the road soon.

All right? All right. So, here we have 3 Ibrahim Diallos. So, if you hear your name, come on up. Ibrahim Diallo, you have 3. Ibrahim Diallo, Ibrahim Diallo, Ibrahim Diallo. Ibrahim Diallo. Ibrahima. Yes, Ibrahima Diallo. Yeah, just come on up and just remember, just come on up. Yep, and say your name before you speak. Kali Barofal and Saul Divcil.

D-I-V-C-I-L. Alpha, I don't think we have you yet. Oh, he's right here. He's good for this one. Alpha, Say do, please. Yes. Perfect. All right. That sounds familiar from earlier, maybe. But let me double check. One second. What's the name? Dama? Endoi. All right, one second. Just give us, give us some time to figure this out. We have you on our list, Dama, for the next for the next panel.

Okay, you may begin.

Assalamualaikum. Indah denkualf, indah denkualf asiduli anda kohetini langga ku anda emiyo. في جوليا عندن، دبي دوبي تاتي أري لانغولير دا أPLICATION نتيجة دا Uber. يقول لي مو يا يقول لي إنه ليرسا بويدي دي، إندري نيا لانغل. إندري كوم يقول لي تاكون كليام بيكو مينابا إني عمتي أمي عنداشي تبي يراكو، تشو إني عمتي ووني بتي مينى مينابا مي جوننا ببويوليتو بينا كامبي إني عمتي أمي نبي كونو نومانكي إندري توم.

جونينونغو تواواتا أندودكو هون دوني إندري إني عمتي أومبالو. Yeah, koduwa di après compte ni rinomme goali rinombe adda kobiète rapport rapport di dindeari di ditati. Di mi compte ni rinomme goali hang o moapa se fejulolong après be addanella message beni be désactive compte tango. Ko on problem domi jo giti taude ka di goali leno satimo ya be.

Kufanele kufanele, 20 kilometre. Anabi inyama ethe naje etugolonyama ethe inyama awadatha. Sidafaka la monyama udadjetayo noma karestoran. Kunodumfo okame bendawadatha. Ngolo wonke kwalaa vantaza ayifusi kuyagoluluthunga, ayifusi alaa vantaza. Afowuntho takho bejona tamatayimfusi siyayani miwadi yaksidanga. Aphre yaksidanga ngayo ayifusi bewadale. Mwali ke three months, ayifusi bewadanala. Mi itike itike golugolukade. Migolide wangang. Bekupi aplikasi yang anggak reza, mfusala.

Ah, hande menyama alinyametekotolo. Kunaujusko preza. Sitai jama wali diral be walleti, jama wona ibandi. Ben nakoyimbe bento ibaliyore mumbandi aranalu. Si alakonyama, alakawalo da. Feri alawa da ikuboni. Le problem eke sesaku. Mnuma ngadilando hande. Onjaram. Thank you so much. Thank you.

Next. Ah. On dira mara i minyindande nko Ibrahim Diallo. Ara i langari ya sono lamungundo holugol andejiamending faleamengu. Ara i launde organizasyon inetedo WZPL2I. Ara i kome nengarde. Donko hara i ko aparapor Problème de manangolo bedeliveri ben, donc quand ma mari difficulté gingani, arai sa fait doux bitate langolo dedo delivery, la mari bengo redor, la mari bengo ebi bedido, lang yobu de location, bilge dino noduli, donc compagnie dili respecta golo bemabebe, donc ebe coupure d'ennui application dili médiata horre à min.

Ho ba kopilang, tahi nameng bone, ko ke le anjowa di a rerbe kopilang, hore re etswang hala dordas kopila la memsose, nene la nje hodimo ya la gollo le. Donko hare e, mehompiti ke ka lla mongono e tani meng disposition di, donko hare di loha di dong se be apply-ile hore jamang hare mo ja nameng. Donko hare e, mehentahuti loha eno dong.

三 キ ロ メ ート ル え あ ね お ん が れ め ね ん コ ンド メ ント ウ テ ィ よ ん ア プ リ コ エ ホ レ ア メ ワ ッ ロ メ メ ヘ バ コ メ ン ガ ラ ベ ロ ジ リ ン エ コ メ ンフ ォ ート エ コ メ ン シ ャ ル ザ ベ ロ ジ ア メ ン リ ン え あれ え ワ ッ リ ト ド メ ン カ デ ィ え ソ フ ァ ーベ ベ ン ど ん こ ひ べ ひ べ わ ひ べ ク レ イ で ア ク シ デ ント ジ リ ン べ タ ッ パ め ね ん ジ ョ ギ テ ィ べ ベ ロ ジ ハ ラ あ ハ イ ベ बेकोंजिंदिरा गोल्लो बेदें हराई मेहता दो मिलाए ना अंजारा थैंक यू थैंक यू नेक्स्ट हेलो माय नेम इज़ इब्राहिम अजल्लू थैंक यू फॉर गिविंग मी द अपॉर्चुनिटी टू स्पीक द सिटी काउंसिल नीड टू लिस्टेंट ऑफ़ द पीपल हु यूज़ द स्ट्रीट to end the living delivery work is not a crime.

Many workers work hard to support their family and deliver food and essential items to people throughout the city. Because of their clothing language or immigrant identity, they are sometimes viewed with suspicion. The city should create protected lanes and code rules to reduce danger on the street. Workers, workers should not be viewed as the source of the problem.

Instead, they should be heard as a solution. I support Intro 0613-2026, which aligns the city annual goal with the need of the city include workers' safety In every street planning decision, document for the testamination for for safe harbor street. The intro zero six thirteen but more last last must be cleared. This job is very dangerous. Last time a customer told me in was going to get killed.

Last last October nineteen coming for delivery. Package. When I ring the bell, the customer tell me, if you ring the bell again, I'm gonna kill you. I have a customer address in Harlem, 321 West 112th Street. When I ring the bell in morning, when I leave a package outside, somebody take it. That's why when I come delivery, I have to ring the bell if the house is in the street.

When I ring the bell, the customer go out. What do you do when you get Outside, a package? he tell me if I ring a bell, I want to kill you. I say you have package for delivery. He tell me if I ring a bell again, I want to kill you. When I leave a package, somebody take it, he can't report me.

That's why it's not easy. Last time, I deactivated my account one year ago. I don't have any job right now. I'm so, so stressing about that. Thank you for sharing your testimony. That's a very dangerous position to be to be placed. I have a customer. I have a customer address here. I have the last time the package.

I called. I called the support to complain. He didn't tell me nothing about that. Thank you for sharing testimony.

Next. Hi, good afternoon. My name is Ibrahim and I am here. With WJP LDU. When the street has no protected space, a rider may, may be forced to cross a car, van, or truck. That can be frightening even when the collision occurs and leaves little room to correct a mistake. A protect line gives drivers clear boundary and riders more distance from moving traffic.

Delivery workers should not have to really— I'm very, very patient— vehicle, vehicle to make a protect judgment. Expanding the network gives more people a safer way to move through crowded corridors. In 0613-2026, overextended plan for safer street support Six years coming at one hundred, one hundred protected miles annually. Safe street should be basic work condition. Thank you so much.

Thank you. Next.

Bonsoir. Je vous remercie de m'avoir donné, de m'avoir donné la parole de parler et de pouvoir dire ce que je pense. Moi, je veux parler au nom de tous les délivrés parce qu'ici on vient pour travailler, là on ne vient pas pour faire quelque chose de différent et de ne pas respecter les lois. Là, on vient pour travailler.

Mais Mais on vient pour travail, on vient pour travailler ici là, mais pas pour de ne pas respecter les lois là. Parce qu'ici on travaille comme les taximans et les autres qui travaillent dans la route. Donc on nous devait donner le même droit, notre droit dans la route. Quand tu as un vélo ou bien tu as un moteur là, tu te sens bien que tu n'es pas Tu ne fais pas partie de la route.

À cause de, ils vont te cogner partout là. Ensuite, quand il y a ton application, tu fais des délivrés aussi. Les clients, ils ne te respectent pas. Ils ne te respectent pas. Même si tu fais le bon travail là, il y a des clients comme ça, ils ne te respectent pas. C'est eux-mêmes qui vont dire aux applications que tu as fait ceci, ce n'est pas normal, et tu as fait quelque chose dans leur nourriture qui n'est pas normal, alors que ce n'est pas vrai.

On a, à vrai dire, je veux dire qu'on n'a pas la belle, le bon protection pour nous les livreurs là. On favorise trop les clients, on favorise trop les clients. Ensuite, le fait de nous désactiver les comptes là C'est, moi je crois que ce n'est pas très normal là, parce qu'il y a, tu fais une petite faute là, il te désactive le compte comme ça, alors qu'il devait faire des sanctions.

Il devait faire des sanctions, même avec des tickets là, on peut comprendre, mais désactiver son compte là, ensuite tu te retrouves dans la rue là sans travail, c'est pas bon. C'est ça que je voulais dire seulement. Merci beaucoup. Thank you. This panel is excused.

Next up, we have Endama, Didama Sugimalda, Alfonso Callejas, Masoom Rahman. El Mamadou Diamba. El Han Mamadou Diamba. Mamadou Diamba. Perfect. All right, let's call up 2 more up. Ibrahima So. Ibrahim Asso, you didn't testify yet? No, you haven't gone yet. Please sit down. Yeah, please. Sorry, I thought I thought you already testified. Ali Lassen, Ali Ait Lassen.

All right, we have a panel. Okay.

Okay, good afternoon. Good afternoon. My name Dama. My hair is rahnam doi. I working for Uber and Lyft. And though that is Uber, it's because my account was 7 years ago. Every week, every month, I attend the email. He said no. He said no, said nothing. Yeah. Dollars is closed my my account last week Monday. He said no, no.

He said nothing. I don't know what happened. He says close the account. That's easy. So somebody is working there. They they hang about it before you close the account. You wanna You wanna text email? You wanna say some something? Is it to say same problem? Can I can I for Afribari? Yeah. Rare people is it to do do do can I the the Hagi Beri?

Same problem problem problem problem. Razik do do do do that. I take the picture. I take the picture. The mo mo mo mo. Morning time, I think it's good job. Five p p p m to nine. One karat p p p m. This is this is this is this is covers my my account. Yes. Okay. Thank you so much.

Thank you. Yeah.

Buenas tardes. Buenas tardes. Al líder de la mayoría, Shawn Abreu, y miembros del consejo, mi nombre es Alfonso Callejas y participo con el WJP, los Deliberistas Unidos. Cuando los trabajadores comparten sus observaciones, deberían poder saber ¿Qué ocurrió con ellas? DOT puede explicar qué recomendaciones influyeron en el diseño, cuáles requieren más estudio y por qué se eligieron ciertas prioridades.

Esa respuesta demuestra que la consulta tiene un propósito real. Apoyamos la meta anual de INT.0613 Y queremos un proceso transparente en el que los trabajadores puedan seguir el avance, aportar información y comprobar cómo se convierten sus ideas en calles más seguras. Apoyo la meta de 6 años y pido conectar los carriles entre los vecindarios. La seguridad debe ser una condición Básica de trabajo.

Gracias.

Bonsoir, je me nomme Baël Asbamedia, je suis un livreur de Uber Eats. Je suis là aujourd'hui avec un cri de cœur. J'ai envie de pleurer quand je parle Parce que ce que je ressens actuellement, c'est de la douleur. C'est de quoi je veux parler? C'est avec les applications de livraison. On n'est pas en sécurité, ça c'est un.

Deuxièmement, on a la peur. Tu peux te coucher la nuit, réveiller le matin, trouver que ton application a été désactivée. On sait pas pourquoi. On fait notre job très bien sous la pluie, sous la neige, avec le salaire, tout. Mais tu peux te réveiller un matin, tu vas trouver que ton application a été désactivée. Nous demandons à l'État, à tous les gens qui peuvent nous aider pour que les applications de delivery nous garantissent cette à ce pays-là, pour que quand tu fais quelque chose, on te sanctionne, soit avec un ticket, soit avec une amende que tu dois payer, mais non désactiver ton application pour définitif.

Surtout avec Uber. Quand Uber te désactive, tu peux leur écrire pendant 2 ans, 3 ans, ils ne peuvent pas te redonner ton application. Quand ils te désactivent, ils disent que c'est pour toujours. Et pourtant, Tu as travaillé avec leurs applications pendant deux ans, trois ans. Tu es en train de payer les taxes. Maintenant, par exemple, moi, ils ont coupé mon application.

Maintenant, si je gagne pas une application avec qui je vais travailler, lorsque les taxes vont venir, avec quoi je vais payer les taxes? Donc, si je suis là aujourd'hui, c'est pour ça. Aidez-nous avec les applications de délivrer pour que nous avons une garantie totale. Je vous remercie.

Bonjour, chef de la majorité, membres du conseil. Je m'appelle Ibrahima Sow, je viens avec WIP/LDI. Les travailleurs de livraison ne se concentrent pas uniquement dans Manhattan, ils prennent des commandes, attendent et se reposent dans les 5 arrondissements. Les places de stationnement, les points de recharge et les espaces de pause doivent donc être répartis au-delà des corridors les plus visibles.

Les personnes qui travaillent dans chaque quartier peuvent aider à identifier les besoins spécifiques. Cette approche évitera que les équipements publics profitent seulement Aux secteurs qui disposent déjà de plus d'investissements. La loi 0613-2026 propose un plan durable. Je soutiens ces six années de construction annuelle. La sécurité des travailleurs, la sécurité des rues du moins est une condition de travail essentielle.

Je vous remercie. Thank you. Thank you.

Hi everyone, my name is Aitlahsen Ali. I'm here today to support delivery workers against deactivated accounts from Uber Eats and also for more safe bike lanes, delivery Companies give us 10 minutes, sometimes 5 minutes to complete the order because they pay hourly in New York City because there is new law and that put deliveries workers in the risk in the road.

So sometimes they pass in the red light, sometimes they go like wrong way. You know, because they scared maybe the account deactivated from the company. Thank you so much for your time. Thank you. You're welcome. This panel is excused. Appreciate you guys coming out.

Amadou Bailo Diallo. Alfol Diallo. Alfol Diallo. Mariama Kesso Barry. Boubacar Diallo. Suleiman Dekumba. Suleiman. All right, we have a panel. Also, if— sorry, you may begin.

Bonjour, je me nomme Amadou Baïle Diallo. Je suis un travailleur d'Uber et d'Audace. Un jour, j'ai travaillé le 4 juillet 2026. J'ai travaillé jusqu'à 4 heures du matin, jusqu'à 4 heures sous la pluie. Vers les 4 heures, on m'a fait sortir. je me suis réveillé le matin, j'ai trouvé que mon application a été désactivée. Donc je ne vois pas la cause de la désactivation de mon application.

Maintenant, une semaine après, DoorDash aussi désactive ma deuxième application qui est DoorDash, ça aussi sans cause. Donc on est là aujourd'hui pour que vous nous aidiez afin qu'on puisse se comprendre avec les compagnies de livraison. D'accord. Parce qu'ils nous font beaucoup de tort. Toi, tu travailles avec quelqu'un, tu travailles normalement, bon, sans rien, on te désactive l'application.

Tu es dans le loyer des gens, tu manges, tu fais tout, donc tu n'as pas autre travail sauf la delivery. Donc un jour, tu te réveilles, tu trouves ton application a été désactivée. Donc c'est pas normal. On est là aujourd'hui pour que vous nous aidiez à garantir nos applications. Merci. Parce que c'est sur ça que nous comptons, c'est avec ça nous travaillons.

Je vous remercie. Bonsoir, je me nomme Diallo Aboubacar. Je suis venu ici pour mon application Uber. J'ai créé l'application, ça fait au moins un an trois mois, mais jusqu'à présent mon application n'a pas été ouverte. J'ai appelé Uber fatigué. Je suis parti dans l'air siège. Ils m'ont dit mon Uber est sur pending. Ça fait plus d'un an trois mois jusqu'à présent mon application n'a pas été ouverte.

Maintenant avec mon application d'ordre, ça des fois j'ai des problèmes pour avoir l'heure. On nous donne pas l'heure et puis c'est un peu compliqué à travailler et puis je soutiens pour les cent mètres par an. Je suis venu pour ça. Merci. Thank you.

Next. Onjarama, min ko Alpho Marjalo woni komiyete. Ko application Uber iti woni komiyone golirde. Donkara yonti no heyo tido holugol metu berende ko ontirondi konka ore yasi. Donko lundun no woni ko tampini memfota. Donkuli ambe bembe respetamen. Kompanyong ka di berespetamen, menghe baitong yendermung tawa ta koko menganda filmu. Donko nabana do ko komando makko onodabe oinabe ohendaki nyametemakko hara eportang anabi komandong a junimo.

Dunong koko esonja. Donko hara ido ebatimandiko livru gol komandong, livra komandong ha gaina tawa wata konfirmu gol komandong ka building tawa rezo wala. Yalta, yaha. Yaha kelkis yalta kabatima yaha seda livra komando konfirma. Beadonama mesaj ben nama wondema. Naka naka dumauvi madoya won wonado wonda. Donko ben nama hida manipili. Jepes mama mapma. Donko run donotawa eko woni mensonyude wanomming midetan persom horeando.

Bé désactiver l'application ZD passé. Donc, béni là, on l'a manipulé ZPES. Même en bas, y'a honneur de manipuler. Donc, haraï, on tient au hôpital de Sonja, dit-nous, du Linderton. C'est fortaco. Haraï, méden taouti au programme Sam Maël, okadi. Haraï, on tient au soutien du don, okadi. Bon demeure, haraï, bé y'a walletomé, on t'en nie pas, y'a horame.

Haraï. Thank you so much. Thank you. Next.

Merci d'écouter les livrets aujourd'hui. Je suis Mariam Kessoubary. Je prends la parole avec WGP. Construire un espace de transmission ou de repos ne suffit pas si l'équipement est cassé. Salle ou l'humanisation Les travailleurs doivent pouvoir compter sur les installations d'entraînement avec des règles simples et des informations claires. La Ville devrait pouvoir, en assurant les suivis et comment les utilisés peuvent signaler un problème et un entretien.

Protégés. L'avertissement public et encouragement des travailleurs à utiliser les espaces privés. Il faut penser à toute la durée de vie d'une installation. Je soutiens cette loi de demande à la ville de montrer clairement si elle atteint l'objectif Chaque année, chaque année, invertissez dans la protection, pas dans la peur de contrôle. Merci.

Hi. Hi. Thank you for hearing from delivery workers today. I am Suleiman Douamba, speaking with the Worker Justice Project and Lost Deliverers United. Delivery work depends on loading and unloading, but active curb space creates sudden obstacles for riders. A route should be designed so that bicycle traffic can continue safely around legitimate pickup and delivery activity. Clear marking and careful placement of loading areas can reduce conflict between workers, drivers, and people walking.

Do consider curbs used together with protected lane construction. A street plane that reflects the whole block can keep a worker from being forced into moving traffic to get around a stopped vehicle. I support passing in 0613 2026 and ask the city to show residents how it is meeting the annual under miles goal. Invest in protection, no fear of enforcement.

Please, can I add something in French? Of course. Okay, please do. Bon, je prends la parole en tant que livret. Pour tous les livreurs de Uber Eats d'âge grave. La plupart du temps, on nous donne des commandes et on nous dit de faire vite concernant la livraison. On te donne une commande et on te dit de faire 2 minutes ou 3 minutes pour arriver au restaurant, prendre la commande vite fait pour partir livrer.

Tant que tu n'es pas arrivé, on enlève tes points. Et concernant mon cas avec Uber, je suis pas le seul, on est nombreux. On nous donne les heures, 30 ou bien 25 heures pour travailler la semaine. On te dit de prendre les heures le vendredi. Le vendredi arrive, tu rentres, il n'y a pas d'heure pour travailler. Donc tu es obligé de trouver une solution pour travailler.

On a utilisé les GPS pour travailler. On nous a désactivé nos comptes. On est plus de 60 ou 100 personnes pour ça. Merci beaucoup. Bonne soirée. Merci beaucoup. This panel is excused. Thank you.

All right. For the next panel, we have Elhad Abdoulaye. Abdulay Minai, and we have Antonio Martinez twice. I don't think he's here, right? All right, and is there anyone else who has not signed a slip? If you— okay. You could send— can we send them up now? I'll sign up. All right, please come on up. Anyone else here who would like to be part of the panel and you haven't— you have yet to fill out an appearance card, now would be a good time to do that.

Anyone else? Not you, you're good. You come on up, you got this. Okay, well, if if you don't feel comfortable, do not. But if you do feel comfortable, let us know. All right. See anyone else? You may you may begin. Okay. Good afternoon, sir. Can I talk to my own language? Absolutely. My own language is Fulani. Great.

Okay. All right.

Miuri ke unfu. Uh, kohuti nilando hande. All right. Ko bao. Maapun deji ku othikiwondiye mudung, ehore ikompani kompani eji kome wani gullide. Donko miudutu nodoras, migullide doraso ntsela. Minabani kile yanjo, mikonkanimo, owindani bewimi konkanimo. Hore le kodu windinwa ka application. Donko bedezakthivila application sabudunno. Donko ubangonkade migullidimo duduezan, nyande minabani dogo dogo. Commander. Ono kaduovi mindari, ovi ndani kompanyoni mindari limo novelarimo.

Donc te fata si ta ikuwuli kongo gonga masiko fénande, kambe ko kilianyo iwo ku dunno. Donc content u ba on kadibe desactivé. Jo non, o tigino jo alagulude no maribe ingure. Vraiment, ehore nez, ehore ndian. Et horaire nage, fou haraïda djindou darabé djounou matang kana batanyaméto. On dira tout possible, o toge no wapa makalavon, finno wa wa heutide lèr ka bedua ka ka douada heutide non.

Donc, j'ai personne qui ne goûte à rien, mais donc compagnon désactive application man à cause de correcteur roulaco. Djouni hara banwada mafou. Eh, awawa ta yudi exactement awaraï, umang awaraï, dieu fou haraï wa heude. रे थार जी कलाओं अंबुतियाज़ माँगू उंगो, तो हम खाने बेदेज़ा टीवी लांग एप्लीकेशन जिन्हें पुला मारी बेंगुरे, तो हम कुम्हियो बाय लोकेशन फुस अलग गोल्डेज़ होने को में गोल्ला, हराई तो हम को होरे ओ मापुंडे दोनों को है उतने हो ठीक ही तो हराई मेरे इंटरव्यू वालों लामोंगु, हराई यों Thank you so much.

Thank you.

Bonjour, chef de la majorité Sonar Arbi et membre du conseil. Je m'appelle Abdoulaye Ndiaye, viens de APEC WGP LDI, un espace de repos dit et de charge utile seulement s'il se trouve là où les travailleurs ont besoin. Les commandes et les lieux de prise en charge sont répartis dans plusieurs quartiers. Une seule installation centrale ne répond pas à cette réalité.

La Ville devrait examiner les trajets et les zones d'activité avant de choisir l'emplacement Les livreurs connaissent les moments et les endroits où ils doivent attendre ou s'arrêter. Leur expérience aiderait à répartir les expériences de façon équitable. Je soutiens ce calendrier de 6 ans, car les travailleurs ont besoin d'améliorations durables et non les promesses sans soutien. L'instruction doit guider la politique de sécurité.

J'ai un autre souci. Samedi passé, j'ai appelé Uber Eats, j'ai demandé si je peux changer ma photo de profil. Ils m'ont dit d'accord, tu peux changer. On m'a envoyé un lien pour prendre ma photo. Donc avec le lien là, j'ai changé ma photo, mais après ils m'ont laissé travailler toute la journée. Arrivé à la maison, j'ai trouvé que mon compte est désactivé.

Donc j'ai appelé là-bas, on m'a dit que j'ai Thank you.

Julio, puedes comenzar. Ya. ¿Se puede acercar al micrófono? Hola, sí, buenas tardes. Mi nombre es— buenas tardes para todos. Mi nombre es Julio César Frías. Estoy aquí porque Una tarde salí a trabajar con mi cuenta de Uber y me aparece como desactivada. No entiendo el motivo, el porqué. Porque cometí quizás unos errores, porque mi aplicación, como no la sabía trabajar muy bien, la aplicación me daba una dirección y donde tenía que dejar los paquetes.

Y hubo un momento donde dejé un paquete donde, porque la aplicación me dice que tenía que dejarlo en la puerta, y cuando lo dejo en la puerta el cliente me dice por mensaje que lo tenga que dejar en el vestíbulo. Pero no lo dejé en el vestíbulo porque no lo marqué y salió el recepcionista y no le di la opción de cómo decirle qué, porque no le entendí lo que me dijo y no tenía tampoco cómo marcar la orden donde tenía que ir.

Y también me sucedió ese accidente, y después en la tarde que salí a trabajar ya me salía desactivada. Y también estoy trabajando ahora con mi cuenta de Dorda y estoy aquí por, por también derecho a que esté la ciclorruta, la han utilizado los carros para estacionamiento y no nos dan la oportunidad de nosotros pasar, sino que tenemos que utilizar la calle normal y podemos tener accidentes por medio de eso.

También tengo otra sugerencia de que, este, no entiendo ni comprendo el porqué las personas de los restaurantes nos tratan a nosotros tan mal. Deberían de tener el mismo trato hacia nosotros porque somos las personas Que recibimos clientes, las órdenes a los clientes, igual como los clientes se encuentran dentro de las tiendas reciben el trato diferente que no nos lo dan a nosotros.

Muchas gracias. Gracias por sus testimonios. ¿Es correcto que por ese solo error te desactivaron de la compañía? Bueno, desde Uber, en realidad, injusto. En realidad, en realidad, este, también me sucedió porque, este, un momento de frío olvidé mis guantes y cuando quise activar la cuenta que le di para entregar, para recibirla, la recibí, pero el dedo se me quedó pegado como en la pantalla y le di también a la a la broma para este entregada y llamó al soporte de Uber y le digo que el porqué este ellos no me podían proporcionar el la dirección de la persona porque yo tenía ya el pedido y ellos lo había hecho ya no lo podía cancelar injusto gracias por su testimonio ok muchas gracias pase pase buena buen día gracias ya nos podemos Sí, pardon.

Yeah, this panel is excused. Están retirados.

Anyone else here would like to testify in person? And if you would like to testify in person, please fill out an appearance card. Seeing none, we'll transition to Zoom. And on Zoom, we'll begin first with Kathleen Collins, followed by Tal Litwin. You may begin.

Good afternoon, and thank you for doing this all day. We really appreciate it. My name is Kathleen Collins. I'm a native New Yorker with a disability from birth, and I'd like to just mention a few things. First, if Vision Zero Reimagined expects people with disabilities to rely on such things as Uber, Lyft, and taxis, then New York City must ensure that enough wheelchair-accessible vehicles are available and that those vehicles provide safe, properly secured rides.

As a wheelchair user, I cannot take for granted that I will be able to get into a vehicle, travel safely, and arrive at my destination. Every time I use a taxi or rideshare service, rideshare service, sorry, I face questions that other passengers may never have to consider. Will the vehicle accommodate my wheelchair? Will I be properly secured with a seatbelt, shoulder belt, and 4-point securement Will the driver even pick me up after accepting my ride?

I have experienced receiving— I have experienced receiving a proper seatbelt, shoulder belt, and 4-point wheelchair securement so rarely that it is like spotting a unicorn. Despite instructions and pictures posted inside the vehicle showing how wheelchairs must be secured and that there needs to be a seatbelt and shoulder belt, these basic safety requirements are still not consistently met.

In fact, I hardly ever get a proper seatbelt or shoulder belt. Are disabled passengers expected to prosecute every violator only to risk being denied future rides? I mean, I could spend my whole life bringing in complaints, but I don't wanna do that to the drivers. I like them. They help me, but they need to be— I don't know what's— there's a disconnect that needs to be fixed so that they understand that we need our seat belts and shoulder belts, and a wheelchair seat belt or shoulder belt is not sufficient.

Just one other thing. Ride refusers must also be— Thank you for your testimony. Time has expired. Okay. Thank you.

Next up, we have Tal Litwin, followed by Felipe Castillo. You may begin. Tal, you're unmuted. Tal's not responding. All right, Felipe Castillo. Believe that's my constituent. You may begin.

Hello, can you hear me all right? We sure can. All right, great. Thanks so much, Majority Leader Abreu. Like you said, I am one of your constituents. Thanks for having this panel. I hope you've been brushing up on your French. Merci beaucoup is all I know, my friend. Okay, sounds good. So my name is Felipe Castillo. I am a resident of Harlem and I'm active in Community Board 9 in Manhattan, among other organizations.

I'm not speaking for them today. I am going to say that road violence is preventable, and I urge the City Council to implement the evidence-based measures that have been discussed today to decrease morbidity and mortality. Among them, I would say installing universal hardened daylighting, implementing Stammy's Law, especially on the entirety of the island of Manhattan. 9 out of 12 community boards have requested that the speed limit be lowered to 20 miles an hour, so might as well go for all of the island of Manhattan.

Implement the Stop Super Speeders program that has evidence behind it. And installing low-traffic neighborhoods, redesign the roadways with priority for the most vulnerable users, not for the storage of a private vehicle on a public roadway. And these measures are all measures that have the potential for a high-impact effect at a low cost. And lastly, quiero apoyar a todos los repartidores, especialmente los que asistieron hoy.

Y están luchando por las bicisendas protegidas y exclusivas para bicicletas. Muchas gracias a ellos y a ellas, y continúen en esa lucha, que los apoyamos. Gracias, Felipe.

Going back to Tal Litwin, are you on Zoom? Tal, you're unmuted. All right. 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 your hand has been raised. If you are testifying in person, please come to the dais.

Thank you. Going once, going twice. Seeing none, I will now close the hearing. Thank you to the members of the administration and members of the public who have joined us today. This hearing is adjourned. This hearing is adjourned.