Trucks pose an outsize danger on New York City streets. This afternoon, elected officials, agency staff, union representatives, and advocates tackled the issue at a City Council transportation committee hearing.
DOT defines trucks as vehicles with two axles and six tires or vehicles with three or more axles. They comprise 3.6 percent of New York City’s 2 million vehicle registrations, said DOT Deputy Commissioner Ryan Russo, and account for 7 percent of the city’s traffic.
While professional truck drivers usually have a better safety record than the average driver per mile, trucks are three times more likely to be involved in a pedestrian death than any other type of vehicle, according to DOT. Last year, truck drivers struck and killed 17 people who were walking or biking, comprising 11 percent of pedestrian and cyclist fatalities. That’s down slightly from the three previous years, when an average of 20 people walking or biking were killed in truck crashes annually, comprising 13 percent of pedestrian and cyclist deaths.
One of the victims last year was killed by a truck driver on Canal Street, one of the most dangerous streets in the city. Council Member Margaret Chin, who represents the area, asked DOT if it would remove Canal Street’s truck route designation. Russo said that trucks will need to use some of Manhattan’s streets, including Canal, as through routes. “Do you have a street that would serve as an alternative?” he asked Chin. “We don’t think that designation or de-designation [of truck routes] is a pedestrian or bicyclist safety strategy.”
Instead, Russo said DOT is looking to make changes to Canal and Bowery, at the foot of the Manhattan Bridge. Since 2009, 19 pedestrians and nine cyclists have been injured there, and one pedestrian has been killed, according to DOT data.
Chin has introduced a bill that would require DOT to study the impact of the region’s tolling system on truck traffic and related cyclist and pedestrian fatalities every five years. “What we can do is look back at the crashes a little more closely, especially the fatal ones, and look at origin and destination issues,” Russo said. “Whether there was a market incentive for them to be somewhere they otherwise wouldn’t be, would be interesting.”
“I don’t think there’s any doubt that there’s a market incentive,” said Council Member Mark Weprin, a supporter of the Move NY toll reform proposal.
NYPD interest in traffic enforcement, or lack thereof, came up twice at today’s hearing, although no police representative testified.