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New York City Council
Oversight - Vision Zero: Evaluating NYC's Street Safety Strategy
Read summaries and jump into the video at the segment start.
Committee staff welcomes attendees, asks phones and electronic devices to be silenced, and directs testifiers to fill out appearance cards with the Sergeant at Arms. The Chair is told the committee is ready to begin.
Chair Abreu opens the hearing, introduces himself as Majority Leader and Chair of Transportation and Infrastructure, and frames Vision Zero around the principle that traffic deaths are preventable. He notes 205 traffic fatalities in 2025, a 31% reduction from 2014, but says recent tragedies show more work remains.
Abreu says the administration released Vision Zero Reimagined, a 10-year plan he broadly supports, but he demands clear strategies, realistic timelines, and measurable outcomes. He asks what actions will be prioritized, when results will come, and how progress will be measured.
Abreu flags that NYPD issued nearly 700,000 Vision Zero-related moving summonses annually before the pandemic, but only about 300,000 in FY2021 and just over 413,000 in FY2026. He says this is roughly 40% below pre-pandemic levels and raises serious questions about enforcement strategy.
Abreu calls for fair and consistent enforcement across cars, motorcycles, e-bikes, mopeds, and micromobility, and continued investment in daylighting, safer intersections, protected bike infrastructure, and lower speed limits. He also wants to examine low-traffic neighborhoods and intelligent speed assistance.
Abreu lists the legislation before the committee: Intro 46 on autism warning plaques, Intro 113 on studying dangerous driving, Intro 613 on protected bike lanes, Intro 1070 on low-traffic neighborhood pilots, Intro 1153 on intelligent speed assistance devices, and Res 687 on drag racing enforcement.
Abreu highlights his Intro 1070, a two-year low-traffic neighborhood pilot in five neighborhoods across at least three boroughs, with community input and evaluation of safety, noise, and surrounding streets. He also describes his resolution urging state passage of the Drag Racing and Speeding Enforcement Act.
Abreu says the hearing aims to hold the administration accountable to new commitments and ensure they translate into safer streets. He thanks committee staff by name and turns the floor over to bill sponsors.
Council Member Brooks-Powers presents Intro 113, saying streets should be governed by data and progress measured transparently. Her bill would require DOT, NYPD, and other agencies to study driving behavior and report annually on patterns linked to crashes, injuries, and fatalities.
Brooks-Powers voices support for Intro 46 as an aunt of an autistic nephew and for Intro 1070, which she co-sponsors with Majority Leader Abreu. She thanks advocates and colleagues for work on street safety.
Abreu recognizes members present, including Brooks-Powers, Justin Sanchez, Wong, Santos-Suoso, and the Public Advocate. He calls on Council Member Santos-Suoso to present her bill.
Council Member Santos-Suoso presents Intro 1153, the Stop Super Speeders Act, which would require chronic speeders with 16 or more school-zone speed camera violations in 12 months to install speed-limiting devices in vehicles registered to them. She says thousands qualify and the bill targets the worst offenders.
Public Advocate Jumaane Williams testifies that crash data on the city's open data portal has not been updated since June 2026 and cites recent fatal collisions, including hit-and-run deaths and cyclist deaths. He argues public awareness of the road crisis remains limited.
Williams urges DOT to integrate daylighting into planned milling and repainting, expand protected bike lanes, and penalize retailers selling non-compliant e-bikes. He also warns that aggressive enforcement should not target delivery workers and everyday e-bike riders rather than systemic harms.
Williams supports expanding Sammy's Law speed limits beyond school zones to other designated areas and calls for immediate local implementation of the Stop Super Speeders program. He asks that speed-limiting devices be applied equitably.
Williams urges the Council to pass Council Member Julie Won's Intro 511 for universal daylighting and stronger accountability, noting support from over 200 organizations and 23 community boards. He calls for codifying no standing or parking within 20 feet of intersections.
Committee counsel administers the oath to agency witnesses, asking them to affirm they will tell the truth and respond honestly to council questions. The witnesses are told to state their names and titles for the record.
DOT Commissioner Mike Flynn introduces himself and his colleagues, Deputy Commissioner Eric Beaton and Chief of Staff Madeline Labadie. He says traffic deaths have reached historic lows, with the second fewest since 1910, and pedestrian fatalities at an all-time low.
Flynn describes Vision Zero Reimagined as a 10-year strategy with goals including implementing safety improvements on the most dangerous streets within three years, removing dangerous drivers and devices, encouraging safe travel modes, and using data and technology for smarter interventions.
Flynn says the administration made a historic funding commitment and DOT is hiring additional staff, expanding contractor capacity, and investing in facilities and equipment. He expects record output and asks the Council to preserve flexibility so DOT can focus on data-driven projects.
Flynn supports the intent of Intro 46 to protect vulnerable road users but cites the federal MUTCD and studies showing too many signs create clutter and do not change driver behavior. He also warns the autism warning plaque system would require substantial staffing and funding.
Flynn supports Intro 113's annual study of driving behavior associated with crashes, injuries, and fatalities. He says DOT wants suggested amendments to ensure comprehensive reporting and supports targeted safety strategies.
Flynn responds to Intro 613, which would require 100 miles of protected bike lanes per year for six years. He says biking is getting safer but wants flexibility and conversations about efficient, equitable implementation rather than rigid mandates.
Flynn supports the goals of Intro 1070 to establish a two-year low-traffic neighborhood pilot. He says reclaiming roadway for public space can improve safety and points to open streets and pedestrian plazas, while wanting more discussion on how to define and structure LTNs.
Flynn supports Intro 1153 and notes the administration backed Intelligent Speed Assistance in the state budget, authorizing a Stop Super Speeders pilot for owners with 16 adjudicated speed camera tickets in 12 months. He says ISA can prevent super speeders from speeding in the first place.
Flynn concludes DOT's prepared testimony and thanks the Council for the opportunity to testify. He says the agency is ready to answer questions.
Abreu recognizes newly joined members, including Pierina Sanchez and Ariola. He invites Council Member Ariola to give her opening remarks on Intro 46.
Council Member Ariola presents Intro 46, which would allow parents and guardians to request warning signs alerting motorists to autistic children nearby. She calls it a common-sense safety measure and criticizes the Commissioner for calling the signs clutter.
Abreu begins questions on Vision Zero Reimagined, asking what measurable benchmarks DOT will use and how they differ from previous Vision Zero initiatives. Flynn cites numerical targets for daylighting and priority corridors and says DOT will create a Vision Zero dashboard.
Abreu asks what funding and staffing are necessary to implement Vision Zero Reimagined. Flynn says the mayor made a historic commitment and DOT has resources for most of the plan, ramping up staffing and capacity in FY27.
Abreu asks which positions and divisions DOT is expanding. Flynn says the hiring mix includes project development, implementation, and maintenance staff, with roughly 200 new headcount and over 100 already far along in the pipeline.
Abreu asks how frequently DOT will publicly report on Vision Zero Reimagined implementation. Flynn says the dashboard will be the most frequently updated tool, and Abreu confirms it will track benchmarks regularly.
Abreu asks how the forthcoming streets plan will incorporate Vision Zero Reimagined. Flynn says the streets plan will flesh out priority corridors and add specificity to the action plan's street design elements.
Abreu asks how the Vision Zero Task Force agencies work together. Labadie describes biweekly meetings with DOT, NYPD, FDNY, MOPD, and public schools, sharing data and tracking fatalities and metrics, and cites the recent cease-and-desist work as a policy outcome.
Abreu questions why Vision Zero-related moving summonses have fallen substantially below pre-pandemic levels. Flynn attributes the drop to pandemic disruptions, says enforcement is up over 40% since 2021, and argues quality and data-driven focus matter more than ticket totals.
Abreu calls the 41% decline astronomical and asks if NYPD aims to return to pre-pandemic enforcement numbers. Flynn says NYPD does not set a specific summons target and deploys resources where data shows the greatest impact.
Abreu challenges whether the data shows fewer traffic law violations. Flynn says officers write tickets where they see violations and enforcement is up over 40% since 2021, while Chief Rivera begins explaining the changed traffic landscape.
Chief Philip Rivera acknowledges the decline in Vision Zero summonses but cites a changed traffic landscape, micromobility growth, and increased seizures of motorcycles and mopeds. He says traffic enforcement remains overwhelmingly focused on cars and SUVs because they cause the most serious injuries and fatalities.
Abreu asks whether lower enforcement is due to increased camera enforcement. Rivera calls it a combination of factors, and Abreu notes moving summonses dropped in 2020 before cameras were widely used. Flynn adds that enforcement is up for pedestrian-injury-related violations like failure to yield.
Abreu notes the Mayor's Management Report lists a summons metric with a desired upward direction, contradicting Flynn's statement that tickets are not the goal. Rivera says the MMR may calculate the metric differently.
Abreu asks how NYPD prioritizes enforcement of speeding and failure to yield. Flynn says DOT and NYPD collaborate using fatality, collision, and injury data. Abreu asks if more officers are needed; Flynn says more resources would help but current headcount does its best.
Abreu asks whether DOT's authority could expand for certain traffic violations or crash investigations and whether towing capacity is sufficient. Flynn says DOT thinks creatively about enforcement and automated enforcement, and says towing capacity is sufficient but DOT wants to replace the lost Manhattan tow pound.
Abreu asks how DOT and NYPD coordinate on crash investigations. Labadie describes co-location at the traffic management center, shared collision information, DOT field responses, and reengineering after crashes. Rivera adds that the agencies hold monthly Vision Zero meetings and education campaigns.
Abreu asks whether the monthly meetings Rivera mentioned are the Vision Zero Task Force. Rivera confirms, and Flynn adds there is also a separate monthly DOT-NYPD meeting to review the dashboard and specific locations.
Abreu asks about the NYPD Collision Investigation Squad, which only investigates fatalities and critical injuries. Flynn says CIS is an elite unit that freezes the scene and gathers extensive evidence, and last year identified the vehicle in 75% of hit-and-run cases.
Abreu asks what qualifies as a serious injury for CIS. Flynn says CIS handles fatalities, likely fatalities, and critical injuries, with determinations generally made by EMS or a hospital.
Abreu cites nine hit-and-run deaths in August 2026 and asks how many recent cases have been resolved. Flynn says investigations can take six months or longer, cannot speak to specific cases, and will follow up with information.
Abreu asks about the procedure for closing a CIS case. Rivera says CIS handles critical, likely fatal, and fatal cases, confers with the DA, and closes when wrapped up. Flynn says about two-thirds of identified cases result in arrest, noting some lack criminality.
Abreu probes the share of hit-and-run cases not identified and asks about criminality breakdown. Rivera provides 212 CIS cases year-to-date, with 167 fatal and 77 criminal, and says arrests are progressing. Flynn says these are difficult cases and will provide more data.
Abreu asks about trends in identifying hit-and-run drivers over five years. Rivera gives examples of a driver who fled abroad and another apprehended at JFK, and says the department will provide historical rates later.
Abreu asks whether all hit-and-run collisions should be diverted to CIS. Flynn says CIS investigations are resource-intensive and limited, so CIS focuses on fatalities and most serious injuries; other cases go to detective squads and are thoroughly investigated.
Abreu describes the Vijay Bharadwaj hit-and-run, where the victim could not walk for six weeks and video existed, but the case was closed by a precinct and not escalated to CIS. Flynn cannot discuss the specific investigation, explains CIS criteria based on EMS or hospital determinations, and says NYPD will follow up.
Abreu asks why CIS investigates only about 200-250 crashes per year despite many serious crashes. Rivera reiterates CIS criteria, while Flynn acknowledges a gap between serious and critical injuries and says resources are not unlimited. Abreu offers to partner on obtaining more CIS resources.
Abreu raises ghost plates and obscured license plates, noting over a million speed camera violations were thrown out in early 2023. Rivera details joint bridge and tunnel operations, arrests, summonses, and vehicle seizures. Flynn says automated enforcement can free NYPD resources for manual enforcement.
Abreu asks what regulatory or legal changes the city should seek to combat ghost plates, including penalties, impoundment, and towing. Flynn says DOT welcomes innovations but has no specific proposal today. Rivera says enforcement locations are based on complaints and partnerships.
Abreu thanks Chief Obey's team for targeted enforcement in his district and recognizes members present, including Hanif on Zoom, Dinowitz, and Ressler. He calls on Council Member Wong for questions.
Council Member Wong describes a 12-year-old severely injured at 75th Avenue and 60th Lane and criticizes the 104th Precinct for incomplete collision reports and lack of basic police work. He asks Chief Obey to speak with precinct commanders about evidence gathering, accurate reports, and highway assistance.
Wong asks how the 104th Precinct prepares and supervises collision reports and corrects errors. Rivera cites traffic safety team audits and says Highway CIS is handling the specific case. Wong asks for Traffic Stat records; Flynn says those are internal confidential NYPD meetings.
Wong asks how dangerous intersections are escalated to the Traffic Stat priority list. Rivera says NYPD follows data on fatalities, injuries, and collisions, will speak with Queens North and the local precinct, but cannot speak to the specific intersection.
Council Member Santosuosso asks DOT about the timeline for implementing the Stop Super Speeders program, originally hoped for May 2027. Flynn says DOT is eager but cites software, back-end, DOF, and state DMV complexity and hopes to start early elements and testing.
Santosuosso asks whether the city can order ISA installation for out-of-state registered vehicles and impose escalating fines. Flynn says yes for device orders and fines and can suspend New York driving privileges, but interstate re-registration is not possible. Labadie notes violations returnable to TVB.
Santosuosso describes drag racing and street racing on the Belt Parkway in Southern Brooklyn, including a fatal crash with a vehicle over 100 mph, and says racing continued the next night. Deputy Chief Thomas Alps outlines NYPD's multi-bureau strategy, weekly meetings, LPR cameras, and enforcement results.
Santosuosso acknowledges NYPD's efforts but says the Belt Parkway in Bay Ridge remains unsafe and she can hear racing nightly. Abreu asks NYPD to bring attention to Bay Ridge and Coney Island and assist council members.
Council Member Justin Sanchez asks what figures support DOT's claim that towing capacity is sufficient and requests tow request, completion, and response time data by borough. Rivera cites three tow pounds and says capacity is sufficient; Flynn defers enforcement towing to NYPD.
Sanchez cites 700 unlicensed tow trucks and challenges NYPD's assertion of sufficient capacity. Rivera says NYPD does not license tow companies, offers to visit the district, and says vehicles are towed for violations. Flynn says DOT tows when needed and wants to replace the Manhattan tow pound.
Sanchez asks how DOT triangulates Empire bins with Vision Zero and daylighting and how drivers parking in daylighting zones are held accountable. Flynn discusses the new Office of Curb Management, DSNY coordination, flex-post curb extensions, and ongoing enforcement collaboration with PD.
Council Member Dinowitz says DOT's testimony does not match his constituents' experience, citing lack of towing capacity on Webster and Goulden Avenues and unanswered requests for speed humps and stop signs. Flynn apologizes for communication gaps and says DOT will follow up.
Dinowitz says bus stops on 231st Street and Gun Hill Road are repeatedly blocked and automated enforcement is not enough. He requests manual enforcement to keep traffic moving, especially as the city considers a rezoning on Gun Hill Road.
Council Member Restler thanks NYPD for responsiveness and asks when NYPD crash data on open data will be updated; Flynn promises an update this week. Restler asks if DOT supports expanding pedestrian space by a million square feet per year; Flynn expresses support but does not give a yes or no.
Restler asks if DOT is ready to comply with Local Law 178 of 2025, which requires sidewalk lighting on 300 commercial corridor blocks per year starting January 2027. Flynn says lighting is a focus but aging infrastructure creates challenges. Restler notes streetlight repair times rose from 5.3 to 8.5 days.
Abreu agrees streetlight delays are a major issue and announces a public realm hearing in the coming months that will cover streetlights. Restler says installations often take 8-15 months after DOT approves an intersection analysis.
Abreu says he will turn to BIC questions but first gives the floor to Council Member Julie Won.
Council Member Julie Won asks DOT to define what qualifies as 'daylighting or better' in Vision Zero Reimagined, what metrics are used, whether a leading pedestrian interval counts, and whether 1,000 intersections means all crossing locations. Flynn and Beaton describe context-specific treatments like new signals and pedestrianization.
Won asks DOT to provide a process map or decision tree for choosing intersection treatments and asks how the plan will speed up concrete curb extensions. Flynn says curb extensions are valuable but challenging due to drainage and catch basin relocations, and more details will come in the streets plan.
Won asks whether DOT will prohibit vehicles from blocking curb cuts at unmarked crossings at T intersections. Beaton says it is not specifically in Vision Zero Reimagined, and Flynn says it was not on his radar but he will check with his team.
Abreu asks for the timeline for meeting annual daylighting commitments. Beaton says the 1,000-intersection target applies starting next year but DOT hopes to meet it this year. Abreu asks how many intersections have been daylighted since the report and how equity will be ensured; Flynn cites data and priority investment areas.
Abreu notes other cities like Hoboken have implemented daylighting successfully and asks if DOT has communicated with peers. Flynn says DOT talks with industry peers and learns from Hoboken despite different local context.
Abreu turns to BIC and asks about truck side guards, noting a teenager was killed by a hydro excavation truck that had a BIC waiver. Elizabeth Crotty explains that waivers are granted when a vehicle cannot support side guards or has equipment like a fuel tank or toolbox closing the gap.
Abreu asks whether the truck without a side guard was safe to operate. Crotty says she cannot comment on the specific incident but explains that if a vehicle cannot support a side guard, a waiver may be appropriate under national standards. She lists other BIC safety requirements like convex mirrors and daily inspections.
Crotty gives other side guard waiver examples, including dump trucks with tri-axles that cannot support side guards. She says BIC reviews each application individually, may request mechanics letters, and has revisited waivers to require modified side guards.
Abreu asks how many trucks under BIC jurisdiction have side guard waivers. Crotty says BIC regulates about 7,000 trucks and about half have waivers, mostly dump trucks. Abreu asks for collision data involving waived trucks; Crotty does not have it and will follow up.
Abreu asks how BIC enforces the side guard requirement for trucks without waivers. Crotty describes yard and garage visits, joint Operation Safe Drive inspections with NYPD and state partners, 99% compliance, and fewer than 80 violations. Abreu requests violation and license revocation data.
Abreu returns to DOT and asks about the discrepancy between record-low overall fatalities and an 86% increase in cyclist fatalities. Flynn says traditional cyclists are trending down while e-bike and scooter fatalities are up. Abreu asks about larger, heavier vehicles; Flynn says DOT advocates for smaller vehicles and shifting freight to cargo bikes, rail, and waterways.
Abreu cites Transportation Alternatives' list of 50 boulevards of death, which make up 4% of street miles but over 20% of fatalities. Flynn says DOT focuses on Vision Zero priority corridors and points to a 90% fatality drop on Queens Boulevard. Beaton says DOT brings the whole toolbox to those streets.
Abreu notes leading pedestrian intervals reduce pedestrian casualties by 12.7% and asks how many signalized intersections have them. Flynn says DOT has installed over 6,000 LPIs and continues to prioritize locations with turning conflicts. Beaton says LPIs are focused on the most dangerous locations.
Abreu notes most crashes occur at intersections and asks why New York City lacks protected bike intersections. Flynn says DOT sees value and is increasing use; Beaton says new bike lanes typically use protected intersection designs and older lanes are upgraded during repaving or redesign.
Abreu raises Sammy's Law and asks about the expected scale of 20 mph neighborhood slow zones. Flynn says lower speed limits work best with traffic calming, DOT is developing a neighborhood-scale program, and it will complete lower-speed school zones by the end of the administration's first term.
Abreu asks why DOT no longer accepts applications for new neighborhood slow zones. Flynn says the old program was phased out about 10 years ago and is a precursor to the new Sammy's Law zones, which pair lower limits with more intensive design treatments. Abreu notes the old data showed effectiveness.
Abreu asks how many streets have had speed limits reduced under Sammy's Law. DOT says it has done over 200 school slow zones this year and expects about 800 by year end, plus a few dozen other corridors. DOT commits to completing all eligible schools by the end of the term.
Abreu asks about barriers to broader Sammy's Law implementation. DOT cites state law exemptions for roads over three lanes outside Manhattan, the need to pair speed limit changes with traffic calming, and balancing data, equity, and community demand.
Abreu asks how DOT is spending the $377,527 increase for Sammy's Law school zone implementation. DOT says funds go to inspection staff and sign shop production, including aluminum and reflective sheeting, and offers a tour of the sign shop.
Abreu turns to his low-traffic neighborhood bill and asks what volume reduction tools the administration envisions. DOT describes a spectrum including pedestrian priority zones, lower speed zones, and LTNs, says it is learning from London, and supports the goals while wanting a precise definition and structure.
Abreu asks whether permanent school street swing gates could be used for low-traffic neighborhoods. DOT says swing gates have potential, it wants to evaluate the first use, and if successful it could scale them up.
Abreu asks what data DOT uses to analyze cut-through traffic. DOT says it uses anonymized cell phone and company data to identify trips that neither start nor end in an area, and notes many automated camera violations are from out-of-city vehicles. Diverters are already used, learned from London.
Abreu asks what a before-and-after LTN report should include. DOT says safety is the minimum, but it also wants to measure emergency response times, bus speeds, and spillover effects on surrounding streets, citing London's evidence of no significant surrounding traffic increase or emergency response delay.
Abreu asks NYPD about illegal parking around police precincts, citing photographic evidence and academic studies showing worse pedestrian safety near precincts. NYPD says parking is challenging, its Standards and Assessment Section conducts daily command visits, and findings are reported to leadership.
Abreu asks why precinct parking was not mentioned in Vision Zero Reimagined and whether NYPD has action items. NYPD says it takes the issue seriously, documents issues, and welcomes council suggestions. Abreu offers to discuss specific precincts in his district.
Abreu turns to Council Member Pierina Sanchez for questions.
Sanchez notes DOT redesigned Bailey and Sedgwick Avenues but left the dangerous I-87/Major Deegan intersections at Burnside, Fordham Road, and 231st Street largely unchanged. DOT says highway-street interfaces are complicated and some are controlled by state DOT, which must come to the table.
Sanchez raises her community board's letter about streetlights out for 9-12 months, false complaint closures, and daylight-only inspections under the Hyland contract. DOT says lighting is very much on its radar and it is expanding contract capacity. Abreu notes a future public realm hearing will cover streetlights.
Council Member Wong asks whether DOT's traffic control studies near schools, daycares, and playgrounds capture arrival and dismissal periods. DOT says it uses 24-hour counters and peak-hour observations, relies on local input, and will follow up on expedited review criteria.
Wong describes Amazon delivery trucks taking over residential parking spaces all day for package handoffs. DOT says post-pandemic delivery activity has surged and its new curb management and freight team is exploring micro hubs, shared lockers, and dedicated delivery space.
Brooks-Powers asks whether the Vision Zero data warehouse will include conviction, license status, and insurance data for Intro 113. DOT supports the study concept but says it lacks access to insurance and conviction data; the data warehouse timeline is not available today.
Brooks-Powers asks what steps reduce crashes by dangerous drivers. DOT describes infrastructure first, automated enforcement, super speeder devices, and ghost plate enforcement. Brooks-Powers then asks NYPD about suspended/revoked license stops and reckless driving arrests; NYPD reports VTL 511 arrests up 9% and reckless driving arrest and summons numbers.
Council Member Justin Sanchez argues the Hub is a major destination and Bronx residents are more likely to be in crashes. He asks DOT to consider pedestrianization and a neighborhood study on pedestrian mobility, busway viability, and safety. DOT cites Bronx safety gains and is open to the study.
Sanchez asks whether DOT studies curb occupancy in the Bronx and how many parked cars are not local. DOT says it has looked at this through congestion pricing and Yankee Stadium studies and finds many cars parked long-term. On residential parking permits, DOT says RPP can help with out-of-state registration but has not dented demand elsewhere.
Sanchez cites armed turf wars in the towing industry and asks if BIC could regulate towing. BIC says its current jurisdiction covers trade waste, wholesale markets, and shipboard gambling, but its integrity and licensing model could be transposed to other industries if City Hall, budget, and Council legislation allow.
Council Member Hanif notes 17 community boards and 63 elected officials have called for Sammy's Law slow zones and asks why DOT lowers speed limits block by block instead of neighborhood-wide. DOT says the new neighborhood-scale program starts next year and will use speeding, cut-through traffic, crash data, and equity criteria.
Council Member Julie Won asks what percentage of drivers yield to pedestrians at marked and unmarked crosswalks and what infrastructure improves yielding. DOT says it has not measured this citywide and will consider it. Won asks if Vision Zero Reimagined has a hard LPI commitment; DOT says no specific commitment but remains committed. Won requests a decision tree.
Abreu relays Council Member Marte's question about whether the administration will pedestrianize Lower Manhattan, specifically FIDI, under the pedestrian priority districts initiative. DOT says the program is new, there is potential in high-pedestrian, low-vehicle areas, and more details will come next year.
Council Member Hanif asks about a micro hub on Wyckoff Avenue near her district office that is causing double parking and constituent complaints. DOT says it is not officially part of the pilot but will look into it, explaining that micro hubs offer dedicated curb space in exchange for no double parking, with space removed if companies violate the agreement.
Abreu excuses the administration panel and asks the room to quiet down. After a recess, he opens public testimony with rules: two minutes per speaker, appearance cards, no recordings from the witness table, and written testimony may be submitted by email within 72 hours.
Ben Furness, Executive Director of Transportation Alternatives, says over 150 New Yorkers have been killed in traffic this year and nine in hit-and-runs in August alone. He urges expanded daylighting, district-wide Sammy's Law speed limits, Stop Super Speeders by spring 2027, and safer city fleet vehicles.
Eric McClure, Executive Director of StreetsPAC, notes a New Yorker is killed in traffic every 44 hours on average and marks five years since the committee's Rethinking Vision Zero hearing. He urges a bold streets plan, Sammy's Law citywide, focus on dangerous arterials, universal hardened daylighting, Stop Super Speeders, side guards, and focused enforcement, and supports Intro 1070, 1153, 613, and Res 687.
Niusha Masumi, an Upper West Side resident and crash survivor, says her crash could have been prevented by daylighting. She says the crash changed her life even though she had no broken bones and urges the city to reinforce daylighting during repaving.
Sarah Lind, co-executive director of Open Plans, supports Intro 1070 to create low-traffic neighborhood pilots. She says LTNs use low-cost design like diverters and modal filters, preserve access, and reduce cut-through traffic; London evidence shows lower traffic, fatalities, pollution, crime, and more active transportation with no emergency response impact.
Amber Adler, a car crash survivor and member of Families for Safe Streets, says Vision Zero is achievable and cites traffic deaths including four-year-old Zachariah Padilla, Yvette James, Paulina Techchok, and her neighbor Natasha Sada and her daughters. She calls the deaths preventable with better infrastructure and policy.
Julian Williams, a member of Families for Safe Streets, testifies for his daughter Janiqua, killed in 2016 by a reckless driver blocks from her home in Lefrak City. He calls for Sammy's Law zones and implementation of the Stop Super Speeders program by spring 2027.
Ligia Guallpa, Executive Director of the Workers Justice Project, supports Intro 613 and says streets are delivery workers' workplace. She cites a report showing 53% of delivery workers reported work-related injuries, mostly from car crashes or traffic crimes, and urges protected bike lanes, secure bike parking, charging, and rest areas.
Yadira Sanchez, Organizing Director of Los Deliveristas Unidos, supports Intro 613 and says delivery workers face serious risks, especially where protected bike lanes are missing or blocked. She calls for protected bike lanes, secure parking, and charging infrastructure with the same urgency as enforcement and warns increased police interactions can harm immigrant workers.
Gustavo Ajche, co-founder of Los Deliveristas Unidos with the Workers Justice Project, says the street is delivery workers' workplace and they risk their lives daily. He calls for protected bike lanes, parking, charging stations, and rest areas and invites officials to spend a full shift with delivery workers.
Celo Balde, a delivery worker and organizer, supports Intro 613 and its goal of 100 miles of protected bike lanes per year for six years. He describes dangerous intersections, portal and double-parked vehicles, and the need for secure parking, charging, rest, and dignity.
Alejandro Grajales, a delivery worker for over 10 years and organizer with the Workers Justice Project, supports Intro 613. He says workers face traffic, dangerous intersections, and disrespect from drivers, and need protected bike lanes, charging, parking, and rest spaces. He invites officials to spend an hour delivering.
Antonio Solis, speaking for Deliveristas Unidos and WJP, supports Intro 0613 in Spanish. He says delivery workers risk their lives and suffer accidents, injuries, lost income, and family hardship, and need protected bike lanes, safe charging, and waiting areas. He also criticizes police fines and harassment.
Boubacar Key says delivery drivers deserve safe streets, protected bike lanes, and safe working conditions, not more policing and tickets. He supports Intro 613's 100 miles per year for six years and calls for secure bike parking, charging stations, and rest areas for the over 80,000 delivery workers.
Muhammad Riaz, an organizer with the Workers Justice Project, supports Intro 613 and describes a recent accident in Brooklyn on a street with poor lighting and no speed bumps. He calls for protected bike lanes, better lighting, secure bike parking, safe charging, and rest areas.
Joshua Wood, a delivery worker with 10 years of experience, supports Intro 613 and says delivery workers are the most efficient way to move goods, reducing car and truck trips. He calls for wider protected bike lanes, daylighting, secure parking, charging, rest areas, and accountability for reckless drivers.
Caitlin Villatoro, New York City Policy Fellow at the New York League of Conservation Voters, says safe streets must be the standard and supports Vision Zero Reimagined. She supports Intro 1070, Intro 1153, and urges consideration of Intro 511 for universal daylighting at a minimum of 100 intersections per year.
Eric Richardson, former Deputy Chief Fleet Officer for New York City, testifies that intelligent speed assistance works on low-end and high-end vehicles and all sizes from the city pilot. He urges implementation by May 2027 and says the current Intro 1153 is too broad and exempts too many vehicles, suggesting city fleet and regulated fleet requirements.
Kate Coley, a resident who walks the city, describes Atlantic and Flatbush as a horrible intersection for women, children, and disabled pedestrians. She says right turns back up school buses and block crosswalks, and urges action at the intersection.
Sandra Wambachano, founder of We Strive for a Place to Ride, testifies about e-bike regulation and consumer product classification. She says low-speed e-bikes lack automotive VINs and insurance, warns registration mandates harm bike shops and riders, and calls for infrastructure accountability rather than blaming grieving parents.
David Bartner, a Brooklyn father of three, says dangerous driving happens daily near his home and a car with about 20 speeding tickets and Jersey plates nearly hit him. He says the danger is huge vehicles, not delivery bikes, and wants children to be able to bike independently.
Yairi Castro supports Intro 0613 and says newly built streets should be reviewed with the workers who use them. She asks that delivery workers' experience be part of monitoring, not just initial conversations, to improve future projects.
John Carrero says street safety is also a labor issue and delivery workers should not have to lose a day's pay or travel far to participate in meetings. He asks for flexible schedules, accessible information in community languages, and DOT consultation with workers during Intro 613 implementation.
Fakrul Hassan, a delivery worker and WJP member, testifies in Bengali in support of Intro 0613. He calls for safe bike lanes, bike parking, e-bike charging, and designated rest areas, and says workers are not the problem but part of the solution.
Bubakar Barry, a delivery worker for three years, testifies about unfair account deactivations. He says workers are deactivated without being told what rule they violated, that he was deactivated twice, and that Uber and other apps do not ask for the worker's side. He calls on the Council to address job losses.
Modi So testifies in his own language, mentioning delivery work, police, government, and problems workers face. The testimony is difficult to parse but concerns delivery worker challenges and the need for support.
Boubacar Barry, speaking in French on behalf of the WJP community, asks for concrete improvements for delivery workers, including places to wait and rest with dignity. He supports Intro 613 and its requirement for protected lanes.
Christopher Leon Johnson supports every bill on the agenda, including Intro 613, and urges Abreu to spend a week as a deliverista without security detail. He also says the city needs to phase out unsafe e-bikes and protect workers from unfair deactivation.
Masum Rahman testifies in Bengali in support of Intro 613. He says delivery workers face danger and police harassment and need protected bike lanes, parking, charging, and rest areas. He urges the Council to prioritize safe streets for workers.
Ablai Gallo testifies in French about delivery pickup locations needing bike parking and waiting zones. He says the city should identify restaurant clusters and consult workers, and he supports the 100-miles-per-year goal with visible progress.
Khalif Ndiaye, from Senegal, testifies in Soninke about the need for parking, charging, and better delivery work conditions. He describes workers' challenges on the road and asks for support.
An anonymous speaker gives garbled testimony in French and Soninke, repeating 'nous' and mentioning delivery work problems. The testimony is difficult to interpret but relates to delivery worker conditions.
Ibrahima Barry testifies in French about delivery workers' suffering, including app deactivations, missing orders, and road difficulties with Uber. He asks the Council for help and thanks members for listening.
Sver Al-Masud testifies in Bengali in support of Intro 613. He says delivery workers face pressure, traffic tickets, and account deactivation, and need safe bike lanes, parking, charging, designated rest areas, and an end to police harassment.
Koukoura Loko testifies in French that his Uber account was deactivated without reason after he took a bank loan to buy a vehicle. He traveled from New Jersey to ask the Council for help reopening accounts and preventing unjust deactivations.
Jonathan José Belisario, with WJP and Los Deliveristas Unidos, says delivery workers know the dangers of streets, including unsafe intersections and vehicles blocking their path. He asks officials to meet with WJP and LDU and supports Intro 613's 100 miles per year for six years.
Moussa Condé testifies in French that delivery workers need safe places to park bikes and rest near restaurants and businesses. He says secure parking prevents theft and obstruction and supports Intro 613 and protected lanes.
Mohamed testifies in Arabic about delivery dangers at intersections and the need for continuous protection, clear signs, and adequate space. He also says his Uber Eats account was closed because his cancellation rate reached 21%, just above the 20% limit, despite circumstances outside his control.
Kenny Herrera says street safety is a labor issue and workers should not have to lose a shift or travel far to participate in public meetings. He supports Intro 613 and asks for accessible consultation in community languages so affected workers can share ideas.
Alassane Diallo testifies in French that delivery workers need accessible rest spaces with seating and water, and should not have to stand near traffic. He describes his account being deactivated after a delivery and supports Intro 613's six-year construction commitment.
Ishef Yoda, a delivery worker since 2017, says all his accounts are deactivated due to false reports and apps do not let workers explain their side. He also raises sanitation truck oil spills causing bike falls and algorithm pressure from acceptance rates and lateness reports.
An anonymous delivery worker testifies in Soninke about account deactivation, orders, and the need for support. The testimony describes difficulties with the Uber app and delivery work.
An anonymous delivery worker testifies in French about delivery problems, account deactivation, customer issues, and GPS manipulation. The testimony is difficult to parse but concerns delivery worker mistreatment and the need for protected infrastructure.
Ibrahim Majalo says delivery work is not a crime and workers support families. He describes a Harlem customer threatening to kill him for ringing a bell and says his account was deactivated a year ago, leaving him stressed and without work.
Ibrahim, with WJP and LDU, says without protected space riders are passed too closely by cars and trucks. He supports Intro 613 and expanding the protected network at 100 miles annually, calling safe streets a basic work condition.
An anonymous delivery worker testifies in French that workers come to work, not to break laws, and deserve the same road rights as taxis. He says customers disrespect workers and false reports lead to account deactivation, asking for better protection.
Dama, who works for Uber, Lyft, and DoorDash, says his Uber account was deactivated seven years ago. He has called and emailed repeatedly without success and describes confusion about why the account remains closed.
Alfonso Callejas, with WJP and Los Deliveristas Unidos, says workers who share observations should learn what happened to their feedback. He supports Intro 613's annual 100-mile goal and wants a transparent process where workers can track progress and see how their ideas become safer streets.
Bailaj Bamardia testifies in French that delivery workers are unsafe and live in fear of waking up to a deactivated app despite working in rain, snow, and heat. He asks for sanctions or fines instead of permanent deactivation.
Ibrahima So says delivery work happens across all five boroughs, so parking, charging, and rest spaces must be distributed beyond Manhattan's most visible corridors. He supports Intro 613 and its six-year annual construction plan.
Aitl Hassan Ali testifies that delivery companies give workers only 5-10 minutes to complete orders because of hourly pay rules, putting workers at risk and pushing them to run red lights or go the wrong way out of fear of deactivation. He supports safer bike lanes.
Amadou Baye Le Djalou testifies in French that he worked until 4 a.m. in the rain on July 4, then woke to find his Uber account deactivated. A week later DoorDash also deactivated his account, and he asks for city help guaranteeing delivery accounts.
Diallo Aboubakar testifies in French that his Uber account has been suspended for over a year and three months and has not been reopened. He also says getting work through other apps is complicated and supports the 100 miles per year goal.
An anonymous delivery worker testifies in Soninke and French about account deactivation, customer unresponsiveness, GPS manipulation, and delivery problems. He asks for help with the companies.
Mariam Kessobari testifies in French that building rest and charging spaces is not enough if equipment is broken. She says the city must ensure clear information, maintenance, and reporting, and supports the law and annual targets.
Suleiman Duamba, speaking with the Workers Justice Project and Los Deliveristas Unidos, says delivery depends on loading and unloading, but active curb space creates sudden obstacles for riders. He supports Intro 613 and asks DOT to design streets so bike traffic can safely continue around legitimate pickups.
An anonymous Flani-speaking delivery worker testifies about account deactivation, order problems, delays, and difficulties with delivery companies. The testimony describes hardship and the need for support.
Abdoulaye Ndiaye, with WJP and LDI, says rest and charging spaces are useful only where workers need them, so the city should examine routes and activity zones across neighborhoods. He supports the six-year plan and describes his account being deactivated after he changed his profile photo.
Julio César Frías testifies in Spanish that his Uber account was deactivated after a delivery misunderstanding. He also says bike lanes are used by cars, forcing workers into traffic, and that restaurant staff treat delivery workers poorly compared to customers.
Kathleen Collins, a native New Yorker with a disability, testifies that Vision Zero must ensure wheelchair-accessible ride-hail vehicles and proper securement. She says she rarely gets a proper seatbelt, shoulder belt, and four-point wheelchair securement, and fears retaliation if she complains.
The committee calls Tal Litwin for remote testimony, but staff reports no response. Abreu moves to Felipe Castillo.
Felipe Castillo, a Harlem resident and Community Board 9 member, says road violence is preventable and urges the Council to implement evidence-based measures. He supports universal hardened daylighting, Sammy's Law across Manhattan, Stop Super Speeders, low-traffic neighborhoods, and redesigning streets for vulnerable users, and voices support for delivery workers.
Abreu asks if any registered testifiers remain who have not been called; none respond. He thanks the administration and public, closes the hearing, and adjourns.