Committee on Public Safety

On the same date that a local law for the year 2025 amending the administrative code of the city of New York, relating to licensing delivery services, as proposed in introduction number 1448, takes effect.

On the same date that a local law for the year 2025 amending the administrative code of the city of New York, relating to licensing delivery services, as proposed in introduction number 1448, takes effect.

This bill would require the department of consumer and worker protection in coordination with the department of transportation to develop and distribute materials related to the operation of mopeds. It would also require moped retailers to distribute such materials at the point of sale.

This bill would require the department of consumer and worker protection in coordination with the department of transportation to develop and distribute materials related to the operation of mopeds. It would also require moped retailers to distribute such materials at the point of sale.

This bill would expand the City’s commercial bicycle safety laws to include other delivery devices that are used for commercial purposes. Delivery devices would include bicycles, electric bicycles, mopeds and motorcycles. Businesses that use delivery devices for commercial purposes would be required to provide safety equipment, identification and safety information to their delivery workers. Businesses would also be required to maintain records of their delivery workers.

This bill would expand the City’s commercial bicycle safety laws to include other delivery devices that are used for commercial purposes. Delivery devices would include bicycles, electric bicycles, mopeds and motorcycles. Businesses that use delivery devices for commercial purposes would be required to provide safety equipment, identification and safety information to their delivery workers. Businesses would also be required to maintain records of their delivery workers.

This bill would require that operators of systems offering the use of shared bicycles or scooters to users display rules of the road on their mobile applications and on physical stations. The operators would be required to ensure that users review the rules at least one time per year before activating or unlocking a device.

This bill would require that operators of systems offering the use of shared bicycles or scooters to users display rules of the road on their mobile applications and on physical stations. The operators would be required to ensure that users review the rules at least one time per year before activating or unlocking a device.

This bill would prohibit the sale and rental of class three e-bikes. A person who violates this prohibition would be liable for civil penalties up to $2,000.

This bill would prohibit the sale and rental of class three e-bikes. A person who violates this prohibition would be liable for civil penalties up to $2,000.

This bill would require that require that beginning on July 1, 2026 and quarterly thereafter, NYPD has to disclose where it has engaged in targeted traffic enforcement within the previous quarter, i.e. “any determination made by the department to allocate resources, or issue specific directives, regarding traffic enforcement in specific geographic locations,” how they made that determination, the types of summonses issued, specific instances of enforcement directed at electric scooters or e-bicycles, and a comparison of the period in which targeted traffic enforcement occurred as compared to the same period in the most recent year in which no targeted traffic enforcement occurred.

This bill would require that require that beginning on July 1, 2026 and quarterly thereafter, NYPD has to disclose where it has engaged in targeted traffic enforcement within the previous quarter, i.e. “any determination made by the department to allocate resources, or issue specific directives, regarding traffic enforcement in specific geographic locations,” how they made that determination, the types of summonses issued, specific instances of enforcement directed at electric scooters or e-bicycles, and a comparison of the period in which targeted traffic enforcement occurred as compared to the same period in the most recent year in which no targeted traffic enforcement occurred.

This bill would require delivery services that facilitate or arrange for the delivery of goods in the City to obtain a business license from the Department of Consumer and Worker Protection. This bill would set forth conditions of such license and enforcement options.

This bill would require delivery services that facilitate or arrange for the delivery of goods in the City to obtain a business license from the Department of Consumer and Worker Protection. This bill would set forth conditions of such license and enforcement options.

This bill would require the Department of Transportation (DOT) to create a program for individuals to trade in Class 3 e-bikes, and vehicles that resemble but do not legally qualify as Class 1 or Class 2 e-bikes, in return for a Class 1 or Class 2 e-bike or for a voucher for redemption with an e-bike retailer for purchase of a Class 1 or Class 2 e-bike. DOT would be required to partner with e-bike retailers to conduct at least 1 trade-in event per community district each calendar year and to determine the trade-in value of different types of eligible vehicles. DOT would have to meet a participation goal of at least 10,000 trade-ins, subject to user demand and e-bike retailer participation. DOT would be prohibited from limiting an individual’s eligibility for the program based on occupation or income. This bill would require DOT to do rulemaking to implement the program and to conduct a public outreach campaign to advertise the program.

This bill would require the Department of Transportation (DOT) to create a program for individuals to trade in Class 3 e-bikes, and vehicles that resemble but do not legally qualify as Class 1 or Class 2 e-bikes, in return for a Class 1 or Class 2 e-bike or for a voucher for redemption with an e-bike retailer for purchase of a Class 1 or Class 2 e-bike. DOT would be required to partner with e-bike retailers to conduct at least 1 trade-in event per community district each calendar year and to determine the trade-in value of different types of eligible vehicles. DOT would have to meet a participation goal of at least 10,000 trade-ins, subject to user demand and e-bike retailer participation. DOT would be prohibited from limiting an individual’s eligibility for the program based on occupation or income. This bill would require DOT to do rulemaking to implement the program and to conduct a public outreach campaign to advertise the program.

This bill would require the Department of Transportation (DOT) to create a program for individuals to trade in Class 3 e-bikes, and vehicles that resemble but do not legally qualify as Class 1 or Class 2 e-bikes, in return for a Class 1 or Class 2 e-bike or for a voucher for redemption with an e-bike retailer for purchase of a Class 1 or Class 2 e-bike. DOT would be required to partner with e-bike retailers to conduct at least 1 trade-in event per community district each calendar year and to determine the trade-in value of different types of eligible vehicles. DOT would have to meet a participation goal of at least 10,000 trade-ins, subject to user demand and e-bike retailer participation. DOT would be prohibited from limiting an individual’s eligibility for the program based on occupation or income. This bill would require DOT to do rulemaking to implement the program and to conduct a public outreach campaign to advertise the program.

This bill would require the Department of Transportation (DOT) to create a program for individuals to trade in Class 3 e-bikes, and vehicles that resemble but do not legally qualify as Class 1 or Class 2 e-bikes, in return for a Class 1 or Class 2 e-bike or for a voucher for redemption with an e-bike retailer for purchase of a Class 1 or Class 2 e-bike. DOT would be required to partner with e-bike retailers to conduct at least 1 trade-in event per community district each calendar year and to determine the trade-in value of different types of eligible vehicles. DOT would have to meet a participation goal of at least 10,000 trade-ins, subject to user demand and e-bike retailer participation. DOT would be prohibited from limiting an individual’s eligibility for the program based on occupation or income. This bill would require DOT to do rulemaking to implement the program and to conduct a public outreach campaign to advertise the program.

This bill would require the New York City Police Department, in collaboration with the Department of Transportation, to establish a program pursuant to which police officers use dynamometers to test the motor wattage and maximum assisted speed of micromobility devices for purposes of enforcing the City’s existing prohibition on certain high-power and high-speed devices. Use of such dynamometers would be limited to instances in which there is probable cause that a device operating on city streets is illegal. This bill would also require reporting of data gathered through such testing.

This bill would require the New York City Police Department, in collaboration with the Department of Transportation, to establish a program pursuant to which police officers use dynamometers to test the motor wattage and maximum assisted speed of micromobility devices for purposes of enforcing the City’s existing prohibition on certain high-power and high-speed devices. Use of such dynamometers would be limited to instances in which there is probable cause that a device operating on city streets is illegal. This bill would also require reporting of data gathered through such testing.

This bill would prohibit the advertisement for sale, lease, rent, or distribution of any vehicle that can be registered with the New York State Department of Vehicles (DMV) as a street-legal electric bicycle (e-bike) or electric scooter (e-scooter). This prohibition covers, among other vehicles, vehicles that can exceed the specifications under law for e-bikes. An advertisement for a vehicle that resembles an e-bike or e-scooter but can be registered with the DMV must clearly indicate that the vehicle needs to be registered with the DMV. The Department of Consumer and Worker Protection (DCWP) and Department of Transportation (DOT) would have to develop informational materials on authorized e-bikes and e-scooters and provide them to relevant retailers, and the retailers would have to post the materials and offer them to consumers. DCWP would also have to conduct a public outreach campaign on authorized e-bikes and e-scooters and the dangers of operating unauthorized vehicles.

This bill would prohibit the advertisement for sale, lease, rent, or distribution of any vehicle that can be registered with the New York State Department of Vehicles (DMV) as a street-legal electric bicycle (e-bike) or electric scooter (e-scooter). This prohibition covers, among other vehicles, vehicles that can exceed the specifications under law for e-bikes. An advertisement for a vehicle that resembles an e-bike or e-scooter but can be registered with the DMV must clearly indicate that the vehicle needs to be registered with the DMV. The Department of Consumer and Worker Protection (DCWP) and Department of Transportation (DOT) would have to develop informational materials on authorized e-bikes and e-scooters and provide them to relevant retailers, and the retailers would have to post the materials and offer them to consumers. DCWP would also have to conduct a public outreach campaign on authorized e-bikes and e-scooters and the dangers of operating unauthorized vehicles.

This bill would require that the agreement governing the City’s bike share program require the bike share operator to report safety incidents involving the bike share’s bicycles and electric bicycles. Safety incidents would include collisions, traffic violations, and instances of bicycle theft or vandalism. DOT would be required to publish the reported safety incident information every six months on its website.

This bill would require that the agreement governing the City’s bike share program require the bike share operator to report safety incidents involving the bike share’s bicycles and electric bicycles. Safety incidents would include collisions, traffic violations, and instances of bicycle theft or vandalism. DOT would be required to publish the reported safety incident information every six months on its website.

This bill would require a third-party food delivery service to maintain insurance to cover liability that arises from accidents involving a delivery worker on an e-bike or other powered mobility device while the delivery worker is making a delivery or available to make a delivery for the third-party food delivery service. Failure to obtain the required insurance would prevent a third-party food delivery service from obtaining a license to operate, and failure to maintain the required insurance would void a third-party food delivery service’s license.

This bill would require a third-party food delivery service to maintain insurance to cover liability that arises from accidents involving a delivery worker on an e-bike or other powered mobility device while the delivery worker is making a delivery or available to make a delivery for the third-party food delivery service. Failure to obtain the required insurance would prevent a third-party food delivery service from obtaining a license to operate, and failure to maintain the required insurance would void a third-party food delivery service’s license.

This bill would require the Department of Transportation (DOT) to paint signs on street corners or intersections adjacent to a crosswalk that remind pedestrians who may be looking down to look up at oncoming traffic. DOT would be required to paint these signs on at least 500 intersections, with at least 50 painted per borough and 200 painted adjacent to schools. DOT would also be required to provide educational materials to schools in the City relating to street safety.

This bill would require the Department of Transportation (DOT) to paint signs on street corners or intersections adjacent to a crosswalk that remind pedestrians who may be looking down to look up at oncoming traffic. DOT would be required to paint these signs on at least 500 intersections, with at least 50 painted per borough and 200 painted adjacent to schools. DOT would also be required to provide educational materials to schools in the City relating to street safety.

This bill would require third-party food delivery services licensed by the Department of Consumer and Worker Protection to submit an annual safety report to the Department. The safety report would be required to include information regarding safety incidents involving food delivery workers, including those that result in death or serious injury. The bill would also require third-party food delivery services to submit a safety plan with any initial or renewal license application. The safety plan would be required to include information regarding the services’ policies and procedures related to monitoring and responding to safety incidents, taking any disciplinary action against food delivery workers, and training food delivery workers and delivery service personnel.

This bill would require third-party food delivery services licensed by the Department of Consumer and Worker Protection to submit an annual safety report to the Department. The safety report would be required to include information regarding safety incidents involving food delivery workers, including those that result in death or serious injury. The bill would also require third-party food delivery services to submit a safety plan with any initial or renewal license application. The safety plan would be required to include information regarding the services’ policies and procedures related to monitoring and responding to safety incidents, taking any disciplinary action against food delivery workers, and training food delivery workers and delivery service personnel.

This bill would amend traffic crash reporting requirements for both the Police Department (NYPD) and Department of Transportation (DOT) to include data on micromobility devices as opposed to just bicycles. NYPD would be required to regularly report data on the number of traffic crashes between micromobility devices, as well as between such devices and pedestrians and motor vehicles, and include further breakdowns by micromobility device type and class. DOT would be required to consult with NYPD as well as the Fire Department, Department of Health and Mental Hygiene, and Health and Hospitals Corporation to compile data and provide an annual report on the number of micromobility device crashes reported to city agencies. DOT would also be required to maintain and update an interactive map of such data. The report and map would need to include further breakdowns of such data including by number of injuries and fatalities, location, time, and type and class of micromobility device involved.

This bill would amend traffic crash reporting requirements for both the Police Department (NYPD) and Department of Transportation (DOT) to include data on micromobility devices as opposed to just bicycles. NYPD would be required to regularly report data on the number of traffic crashes between micromobility devices, as well as between such devices and pedestrians and motor vehicles, and include further breakdowns by micromobility device type and class. DOT would be required to consult with NYPD as well as the Fire Department, Department of Health and Mental Hygiene, and Health and Hospitals Corporation to compile data and provide an annual report on the number of micromobility device crashes reported to city agencies. DOT would also be required to maintain and update an interactive map of such data. The report and map would need to include further breakdowns of such data including by number of injuries and fatalities, location, time, and type and class of micromobility device involved.

This bill would require the Commissioner of Transportation to install traffic calming devices in bicycle lanes at no less than 50 intersections throughout the city. In selecting bicycle lanes for such installations, the Commissioner would be required to consider certain factors, including vehicular and micromobility device traffic patterns. The Commissioner would be required to study the impact of such installations on crashes and injuries and to make recommendations regarding device maintenance and installation of additional devices. The Commissioner would be required to report the study’s findings as well as other relevant information, such as the locations of the traffic calming devices installed.

This bill would require the Commissioner of Transportation to install traffic calming devices in bicycle lanes at no less than 50 intersections throughout the city. In selecting bicycle lanes for such installations, the Commissioner would be required to consider certain factors, including vehicular and micromobility device traffic patterns. The Commissioner would be required to study the impact of such installations on crashes and injuries and to make recommendations regarding device maintenance and installation of additional devices. The Commissioner would be required to report the study’s findings as well as other relevant information, such as the locations of the traffic calming devices installed.

This bill would require delivery services to submit twenty-four months of historical trip data to the Department of Consumer and Worker Protection (“DCWP”). DCWP would be required to study the ways in which delivery services affect street safety. The bill would allow DCWP to use delivery services’ historical and on-going trip data, along with traffic data, street data, and other sources to inform this study. Based on the findings of this study, DCWP would be required to promulgate rules relating to safe delivery requirements.

This bill would require delivery services to submit twenty-four months of historical trip data to the Department of Consumer and Worker Protection (“DCWP”). DCWP would be required to study the ways in which delivery services affect street safety. The bill would allow DCWP to use delivery services’ historical and on-going trip data, along with traffic data, street data, and other sources to inform this study. Based on the findings of this study, DCWP would be required to promulgate rules relating to safe delivery requirements.

This bill would require that sidewalk riding detection technology, and an accompanying deceleration safety feature, be installed on e-bikes and e-scooters that are part of self-service share systems. There would be no civil penalty for a share system owner or operator for a first violation, but subsequent violations committed within two years would carry a civil penalty of up to $1,000.

This bill would require that sidewalk riding detection technology, and an accompanying deceleration safety feature, be installed on e-bikes and e-scooters that are part of self-service share systems. There would be no civil penalty for a share system owner or operator for a first violation, but subsequent violations committed within two years would carry a civil penalty of up to $1,000.

This bill would prohibit the operation of class 3 e-bicycles on city streets, in parks, and in other public places. For violations occurring before April 1, 2029, violators would receive a warning and relevant information concerning the law and e-bicycles. After that time, violators would be liable for civil penalties in increasing amounts: $0 for the first violation, $50 for the second violation, and $100 for any additional violation within two years of the first violation. In the case of a third or subsequent violation where the class 3 e-bicycle was being operated in an unsafe manner, the violator may have their bicycle impounded.

This bill would prohibit the operation of class 3 e-bicycles on city streets, in parks, and in other public places. For violations occurring before April 1, 2029, violators would receive a warning and relevant information concerning the law and e-bicycles. After that time, violators would be liable for civil penalties in increasing amounts: $0 for the first violation, $50 for the second violation, and $100 for any additional violation within two years of the first violation. In the case of a third or subsequent violation where the class 3 e-bicycle was being operated in an unsafe manner, the violator may have their bicycle impounded.

Third-party food delivery services would be required to use tracking technology that could detect when food delivery workers who use a bicycle with electric assist or a limited use motorcycle engage in certain unsafe traffic behaviors while a food delivery worker is making a delivery or available to make a delivery. If a third-party food delivery service detects one of these unsafe traffic behaviors, it would be required to notify the worker in real time. If a food delivery worker receives three notifications of unsafe traffic behavior in a seven-day period from a third-party food delivery service, that third-party food delivery service would be prohibited from assigning the food delivery worker any deliveries until the food delivery worker completes a safety course.

Third-party food delivery services would be required to use tracking technology that could detect when food delivery workers who use a bicycle with electric assist or a limited use motorcycle engage in certain unsafe traffic behaviors while a food delivery worker is making a delivery or available to make a delivery. If a third-party food delivery service detects one of these unsafe traffic behaviors, it would be required to notify the worker in real time. If a food delivery worker receives three notifications of unsafe traffic behavior in a seven-day period from a third-party food delivery service, that third-party food delivery service would be prohibited from assigning the food delivery worker any deliveries until the food delivery worker completes a safety course.