Chair Abreu highlights cars as leading cause of death and asks about DOT approach

The micromobility conversation often focuses on the potential risk posed by riders of motorized micromobility devices.

But the data shows that cars and trucks remain the overwhelming cause of injury and death for our road users.

So far in 2026, cars have killed 66 pedestrians, while e-bikes have killed none.

Cars and trucks result in 95% of deaths and serious injuries on our streets.

Just as Monday, a woman was struck and killed by a truck driver who then left.

This tragedy marks the 10th hit and run by a vehicle driver in two months, and according to some reports, the 17th e-bike rider killed on New York City streets so far this year.

I want to extend my condolences to all these victims and their family members.

This is a real life.

Or death priority for me and all New Yorkers who walk and bike in our city.

And that's why on October 27, I plan to convene a hearing on the city's Vision Zero initiatives.

I hope that we can have a fuller conversation at that time, but for now, I want to ask, how does the administration's approach to micromobility policy prioritize ending road violence caused by cars and trucks?

Thank you, Chair.

Yeah, I would absolutely agree that, you know, this is a really nuanced,

traffic safety is a very nuanced topic, and that's why we really try to use the data to help us prioritize our resources, our investments, our policies.

And I would echo what you said about what the data is showing us.

So we want to focus on where the greatest risks are.

We released our Vision Zero reimagined plan a couple weeks ago, and I think you'll see in there really a reflection of that.

I think as you opened today's hearing with, you know, it's a, we need to keep that greater perspective, and micromobility is one piece of the overall puzzle of safety on our streets.

So I know we'll talk in a lot greater detail at that hearing, but.

Certainly our whole toolbox around Vision Zero, whether it's dramatically increasing our output of street safety redesigns,

whether it's looking at automated enforcement's role in it, which we found to be extremely effective,

whether it's working with the council or pursuing state-level legislation to increase accountability for the most dangerous and high-risk folks on our streets.

That's all part of our approach.

And before I pivot to effective and equitable on-street enforcement, what more can DOT do to reduce conflicts between micromobility users and large vehicles, particularly in areas like Midtown?