I was doing the business.
They're going to go to 7.
20 nights.
They resumed 7.
7.
7.
7.
Hello, hello.
So it is .
Big will be up here for questions.
Everyone else in the back will see if you need them.
Okay, cool.
And then for Debbie it will be Dave and Big up here with .
Perfect. That's good.
Thank you.
I don't believe so.
I don't mind if you do.
Test, test.
Both to the public and to my colleagues, we'll be beginning shortly.
We're just giving folks a moment to fill out their public comment forms.
Thank you so much for your patience, and thank you for joining us today.
Hey, do you want this laptop in?
Good morning.
The meeting of the Committee on Pedestrian and Traffic Safety
is now called to order for October 9, 2026.
We will now have a roll call to establish a quorum.
Chairman Luspata, present Vice Chair Cruz,
Alderman Hopkins, Alderman Robinson with us online,
be with you in a moment.
Alderman Yancey, there he is.
Alderman Chico, Alderman Quinn,
Audermon Moore, also with us online, one moment.
Audermon Curtis, Audermon Burnett, Audermon Irvin, Audermon Knudsen.
Audermon Knudsen.
Paging Audermon Knudsen.
Thank you.
Audermon Lawson, Audermon Martin, and Audermon Manahapnur.
And Audermon Curtis is with us as well.
Thank you, sir.
We have 12 members present.
We have a quorum.
We also have with us non-member Andre Vasquez.
Thank you for joining us, sir.
Committee members Robinson and Moore, as well as non-member Alderman Riley,
have requested to participate in the meeting remotely,
pursuant to Rule 59.
Confirming Alderman Moore with us today, sir.
Alderman Moore is present.
Thank you, sir.
Alderman Robinson.
Alderman Robinson.
All right.
we will
may I have a motion to allow
Alders Robinson and
Moore to participate
remotely? So moved
Alderwomen, Manal Hoppenworth, all those in
favor say aye.
Participation
grades, all those in
aye, I heard at least one. All those
All those who oppose say nay. In the opinion of the chair, the ayes have it.
Alders, Robinson, and Moore are present here today by video conference and will be counted accordingly for the roll call.
At this time, we will begin the public comment period out of respect for everybody's time.
Each speaker is limited to three minutes.
Speakers, in accordance with Rule 58 of the City Council Rules of Order, please refrain from profane language, obscene conduct, or disruptive comments.
our first speaker is alberta otterola yes sir if you would approach the mic on the far side please
i will give others a moment to line up as well our next speakers will be after mr otterola
matt weiss and connor ulrich mr otterola sir did you want to speak or did you did you want to just
be counted. Good morning everyone. Good morning. Hope you're hearing me well. I came in prepared
actually. But I have good things to talk about in favor for DB and Shift, the company that's
the company that's administering the bike in the city and i hope
everything goes in favor of shift since i been working for this company since 2013 i started
back in june or july of 2013 and nothing to say but good words about the working conditions i had
there. I started like a battery swapper and then I moved to become a cassette
specialist and basically thanks to Daniel Helms, my immediate supervisor, he
created the position because it was needed to someone to rebuild all the
cassettes for all the docking stations that uses the dock
to dock the bikes throughout the city.
It was a huge need to have someone that really
had the knowledge to order the parts, arrange,
and administer and do the inventory for all the cassette
parts.
and so
I
since I had
inventory and shipping and receiving
experience back before
from previous companies I
employed my experience to
start using
the parts with
a lot of criticism
I knew some of the parts
needed were suspensive
and I thought
that they could still be reused
like the cassette boards and also the motors that didn't have like that they
still have the life span for the motors in
for the motors. And until now I
have been doing that job like for almost maybe about 10 years, maybe, and
I always put the same enthusiasm and
an effort to create like a
management of parts and inventory and try to
save the company as much as I could. But of course, you know, for life
span we have to still order boards you know each of those boards i know cost a lot of money and
and motors and some other parts uh like the leds but everything was done with a lot of
thank you very much sir in the interest of hearing from everyone rather than going to like a lottery
for public comment we're going to limit each speaker to two minutes i appreciate everyone's
flexibility on that. Our next speaker is Matt Weiss. Good morning, Chairman Laspata, Vice Chair
Cruz, and members of the committee. My name is Matt Weiss with Equiticity. We're a racial and
mobility justice nonprofit. Our founder, Obai Reed, couldn't be here today, and so I'm just
presenting our remarks from our organization. We work alongside black and brown communities on
Chicago's south and west sides to advance mobility justice, and I'm here today in support of the Divi
contract extension. For the families that we work with, getting around the city affordably
isn't a convenience. It's how people get to work, to school, to the doctor, and connect with each
other. This extension protects that with Divi. It guarantees a 50% discount across the equity
priority areas, covering about 104 square miles of both the south and the west sides. It freezes
membership prices through 2027 and caps any increase after that at a much lower rate than
the current contract, and it lowers scooter fares. Residents can plan their lives around
Residents can plan their lives around Divi without worrying about sudden price hikes.
It also brings real investment to continue to deliver on the reliable access priority.
4,000 new bikes and scooters, 4,000 new docks by 2027, upgraded classic bikes that provide parking flexibility within the existing station structure.
Timing matters as well.
Divi just had its strongest year ever with 6.8 million rides and is on path to actually increase that this year as well.
Divi is a part of Chicago's public transportation infrastructure.
The city owns the system, sets the terms, and can enforce them if Divi doesn't deliver.
An affordable and growing Divi is an equity win.
We urge you to support this extension.
Thank you.
Thank you very much.
Our next three speakers in this order will be Conor Ulrich-Blanford, Tyler Frazier, and Alex Wilson.
Conor?
Hi. I'm here to represent, well, guess me, because I'm against what both Lyme and Divi are doing.
But this contract should be delayed, and we should look further into it.
There are some issues with micromobility blocking the right-of-way.
however replacing one with another does not solve that issue we need to look into like measuring
sidewalk widths and actually taking work i'm also here to talk today because this is just a bad
contract it only the 50 discount only would apply to 37 000 trips in the south and west sides and
And while the mayor says it starts or ends, the contract says, and we also forgo about
$8 million in revenue a year to get stations with proprietary software that we wouldn't
even have a license for if we were to take the stations back in five years, we'd be left
with the worst bike racks available.
bike racks available i'm also here to talk about why we should be looking into
just like a better discussion around micro mobility there's no reason why we have to
do this contract right now and we get locked into what has been a very evolving and
technically innovative sector, but we get locked into a contract for five more years,
which hasn't really changed. And before I end, I just want to acknowledge that
a lot of people here are paid to be here, and there's a lot more who can't afford to be here.
And while we talk about price increases and maintaining affordability, I just want to know
by, like, a show of hands, how many people here actually live within, like, the equity area of
the South and West Side? Thank you, sir. Our next speaker is Tyler Frazier. Good morning, Chairman,
members of the committee. Happy Friday also. My name is Tyler Frazier. I go by T-Y, you stay in
he pronouns. I am a product of the South Side of Chicago, Roseland. I'm a product of Chicago
Public Schools, graduate of DePaul University, graduate of the University of Chicago, and a
long-time Chicago resident. If you know anything about Chicago, south and west sides, you know that
we are historically disinvested, systemically disinvested into you and other and not included
in processes that will ultimately create opportunity and achievement disparities.
Transportation is one of those lifelines. Transportation is freedom. Transportation
is access and affordability, and it provides means for people to not only feed their families,
but to improve their outcomes.
but to improve their outcomes in chicago we have had a strong mobility system for the last decade
and we would like to continue to build upon those efforts and our driver of that is competition a
driver of that is including having transparent processes and this contract has no need to be
rushed invite the right people to the room allow individuals to weigh in for things that will
allow them to better make informed decisions on how to drive their own outcomes and to also allow
folks the choice to be free. I thank you all for your time. I thank you all for considering this
process. This is not a matter of a simple corporate dispute. This is actual people's
livelihoods and their actual livelihoods that are at state. If Lyme is not to be able to provide
these discounts, these services, as well as Divi. We both operate in the city together.
We are a partnership. Let's continue to work through this together and come to terms that
allow us to do so. Thank you. Thank you very much. Our next speaker is Alex Wilson.
Good morning. I'm Alex Wilson. I am the founder and executive director of West Town Bikes.
West Town Bikes is a community bike shop in Humboldt Park. We are a non-profit organization
that our main focus is youth programs. We offer summer and after-school programs and we also have
a full service shop that offers new and used bikes for sale and then we are involved in all kinds of
community partnerships. I'm here to voice my support of the extension of this contract. Divi
has been a great partner for West Town Bikes. Many of the young people who've gone through our
programs have gone on to employment with with Divi and it's been a great pipeline and opportunity
for them to get experience in a professional world beyond our programs and beyond their
neighborhoods. It was great to see and reconnect with some of the young people who
who are currently working for Divi who came out of our programs.
And again, I'd like to offer our support of the extension of this contract.
Thank you.
Thank you very much.
Our next three speakers will be Vanessa Serrano, Jim Bruno,
Nick Barber, and Paul Jacobs.
Vanessa.
All right.
We know the South Side is more focused on the socks right now than scooters,
but it is important to talk about how Lime provides transit access to all of Chicago.
Our service on the south and west sides is the foundation of our program here.
Hello, everyone. My name is Vanessa Serrano-Jambruno, a proud resident of Chicago since 2017.
I manage Lime's local operations team here in Chicago,
and I'm here today to express our serious concern with this proposal
and to express why Lime needs to stay in Chicago.
We are so incredibly proud of what we built here. Our riders completed 6.1 million rides last year, almost as much as Lyft, even though we don't have bikes and even though we don't have access to the downtown core that is currently monopolized by Lyft.
This new contract would drastically expand Lime's no operating zone for no beneficial reason, and it should not pass this committee without extended public debate.
We have invested over $32 million into our Chicago service since 2024 with the safest rideshare technology portfolio Lime has, and we hope to keep contributing to the city's economy for years to come.
Since 2020, we have focused our service on the south and west sides, working hand-in-hand
with the city to build a program based on the idea that equity and access for all of
Chicago, not just the east side.
If Lyft gets to arbitrarily limit competition from Rogers Park to South Shore, it would
give a single operator near complete control over the micromobility network.
network. People here rely on Lyme. My team and I take great pride in our work here. Chicagoans
love Lyme, and we want it to stay. We welcome debate on Chicago's micromobility future,
but there should be an open, transparent, and competitive process. Chicago is building one
of the great micromobility programs in the entire country. Let Lyme stay here and keep helping you
do so. Thank you. Thank you very much. Our next speaker is Nick Barber. Chairman Lispada, members
of the committee, thank you for taking the time today. My name is Nick Barber. I am the general
manager for Shift Transit Lyft's operations subcontractor here in Chicago. I'm here today
to demonstrate our strong support for the Divi contract. Nick, would you move just a skosh
closer to the mic? Is this better? That's better. There we go. I'm here today to demonstrate our
strong support for the Divi contract extension to speak to our experience operating the Divi system
and to illustrate our commitment to the union workforce that keeps it running. Since taking
over operations in 2024, at Shift Transit, we have worked to build a strong collaborative
relationship with Transport Workers Union Local 320, which represents our staff who maintain and
operate the Divi fleet across the city, many of whom are in attendance here today, as you can see.
That relationship has been marked by good faith dialogue, a smooth transition of representative
employees at the start of our contract, and a shared commitment to safe, fair working conditions.
As the city council considers this extension, I want to be direct about our commitment going
forward. This amendment doesn't just protect the union jobs that exist today, it grows them.
The expansion contemplated in this extension means more bikes, more devices, more stations,
and better service. And every bit of that growth requires more people to build, maintain,
and operate the system shift transit intends to maintain our relationship with TWU local 320
for the life of this contract bargain in good faith and ensure that as this system scales
bargain in good faith, and ensure that as this system scales up, the workforce behind it scales
up with it under the same union protections and standards that exist today. The Divi system is a
genuine public-private success story, and we believe that success depends as much on the
people doing the work as it does on the technology and infrastructure. We are grateful for the
opportunity to continue serving this city, and we look forward to the prospect of serving with a
bigger better and stronger divi system for years to come thank you again thank you very much our
next speak three speakers will be paul jacobs joel carrera and nick nick under i want to say
i apologize uh nick who lives on hamel yes uh but paul hi good morning everyone i'm paul jacobs
and i'm here to speak in favor of both the divi contract and the expansion of the smart streets
pilot to place more cameras on more buses. The Smart Streets pilot was a desperately needed
program, which has been wildly successful. Over 70% of people who receive a ticket never received
another one again, indicating that we're seeing the behavioral response that this program was
designed to cause. These behavioral changes are the cause of safety and equity improvements
throughout the pilot area. Older folks will no longer be forced to make dangerous step downs
and ups in order to use the bus. Riders will no longer be forced to enter and leave by crossing
a lane to exit or enter the bus. Wheelchair passengers will be able to load and unload
onto the sidewalks and provided with the same dignity as able-bodied passengers. I ask you
to extend the Smart Streets Pilot and really to make it universal as soon as possible.
In addition to the Smart Streets Pilot, I also ask you to extend the Divi contract.
This has been a wildly popular program which has opened up bike access and mobility throughout
the city. Divi is a low-cost program which has allowed people to get around and has been a big
win for both the average person and the city. Thank you. Thank you. Our next speaker is Joel Guerra.
speaker is joel guerra hi everyone good morning my name is joel uh i am here to in support of lime
uh i'm just an avid lime user uh my wife and i moved to west town about a year and a half ago
and it was because of lime really that we ultimately made the decision to sell our car we
knew that between the cta and limes we could get pretty much anywhere in the city that we need to
be within a 15 minute mix. Uh, and anytime that the bus is not coming, as we all know,
the bus can sometimes say it's coming in five minutes and then all of a sudden it's 25 minutes
away. Uh, Lime is very handy. You open the app and it's right there. Uh, I did used to check the
Divi app, but unfortunately the prices, and we even used it a few times, but ultimately the prices
were always better on the Lime app and, uh, living in Westtown, which isn't even far from
downtown. That's our best way to get everywhere. Um, it sounds like Divi is trying to do some
good things you know obviously increasing more bikes and providing better services great uh
ultimately for all all of us who rely on transit and micro mobility uh but i don't understand why
that needs to happen while also excluding lime at the same time if lime is excluded there's just
really there wouldn't be a way for us to get anywhere besides public transit which we all
know can be unreliable at times thank you very much and now i'm realizing the extent to which
i got your name wrong nick hunder and then jacob rathbun are our next two speakers
Hi, my name is Dick Hunter. Today, I'm here on behalf of BikerNow Community Biking Advocacy
Group all across Chicago. We want to voice our support for the Divi contract extension.
It's good as is, but we're of the opinion that there's probably a few more months to be had to
ask more of Lyft in this contract. It's going to run until 2033, and there are new technologies,
some of which are included in this contract that are not being included in our version,
And one of those being the Lyft Astro bikes, those are a new version and they are lighter.
They have better e-batter life of e-bikes that we could be asking for.
Maybe not implementation in 2028, but looking forward to like 2030, 2031, once they've been piloted a little bit more in the same way.
So that's a thing in the Bay Area.
If we move to Montreal, Canada, which is also another lift operation, they now have trailers that you can rent.
They're very affordable for like seven Canadian dollars an hour.
You can basically turn your bike into a cargo bike.
and we would love to see those here um there's a couple other uh concerns that we have uh with this
so first of all another thing that lyft does that they don't do here is they offer a monthly pass
in montreal for bixie uh basically the cost of their monthly passes the cost of our single day
pass which is nearly twenty dollars it's pretty cost prohibitive but it also means it's bad for
people trying to visit the cities if they say one of a divi bike to get around for three days on the
weekend. They either have to sign up for an annual membership or pay nearly $60. It's just not a good
way to invite people to use our system as an alternative way to getting around, say, if they
don't want to use the CTA or if they just don't want to drive around town. And then lastly, I want
to talk about the labor side of it real quick. So we've had multiple mechanics who have worked for
both Libby and Lime and Divi, and they have a much better time with Divi. So Lime basically
scoots the Chicago labor laws by hiring a third-party company. Divi is unionized, and
they promote internally. Lyft just kind of spits people out, and that's been the experience of our
members. Thank you. Our next speaker is Jacob Rathbun, followed by Steve Teibel and Jim Merrill.
Hello, everyone. Jacob Rathbun, resident of the Gold Coast neighborhood. I myself, like someone
mentioned earlier recently sold my car uh relying on lime scooters every day uh lime and divvy
together make one of the best shared micro mobility programs in the entire country last year combining
mobility programs in the entire country last year combining for just about 13 million rides
believe this isn't a divi versus lime this is about lime and divi working together to give
people options to get around chicago it's a bad process to all of a sudden rush through a contract
extension for one operator when we're doing so well alongside each other currently we're not
asking this committee to be anti-lift we're asking you to be pro-good government have a fair
thorough, open process, and let us all compete and collaborate to keep building shared micromobility
for all of Chicago. Thank you. Thank you. Steve? Good morning, chairman and members of the committee.
My name is Steve Tubal, and I've lived and worked downtown here now for 20 years. Having seen
firsthand delivery trucks blocking bike lanes and witnessing one accident due to swerving around
illegally parked truck alongside countless other near accidents. I started researching into how to
stop this, which is why I'm here today. In my research, when smart streets was first introduced
and included a smart loading zone pilot, that pilot was never implemented. I'm asking you to
restore it as the program becomes permanent and to direct CDOT to carry it out. Double parked and
illegally parked trucks push cyclists into traffic, block buses, crosswalks, and slow everyone down.
The drivers aren't the problem. They have nowhere legal to stop. The alders have said it themselves, even with smart street success, commercial drivers remain one of the biggest safety hazards on our streets.
um parking in chicago is complicated uh i i know um but smart loading zones as the ordinance
as the ordinance originally outlined them gives drivers a legal place to pull in and use his
cameras like like the bypass for the curb to keep it clear they have solved exactly this problem in
philadelphia um pittsburgh houston and even down miami um so too
Houston, and even down Miami. So two asks of you today. First, as you discuss smart streets,
remember the original intent. Smart streets and smart loading zones were introduced together to
address Chicago's challenges holistically. And then two, when you vote on an extension,
be sure to include the smart loading zone program from the original ordinance to help all out.
Thank you for your time. Thank you very much. Our next speakers are Jim Merrill,
lee foley and george blakemore uh followed by okay go for it yes uh good morning uh members
of the committee uh great to see so many people here at a pedestrian traffic safety committee
meeting my name is jim merrill i am the managing director of advocacy at active transportation
alliance we are one of 18 organizations that uh signed a letter supporting the divi extension
that y'all should have received but today i'm here uh to proudly share our support not just
for the Divi extension, but also for the Smart Streets ordinance before you, but let me start
with Divi. So we're here to advocate for riders, not for any one private company, and here's our
perspective. Mobility is a human right. Transit is a public good that ensures people have access
to mobility. Divi is the two-wheeled public transit system of Chicago. It is owned by the people.
We believe this public ownership is key to the sustained long-term viability of shared-use bikes and scooters.
Just like our trains and buses, private alternatives exist, but the public system is there no matter what and is accountable to the people.
For 13 years, the Divi system has grown and evolved to become an integral part of the transportation landscape.
We believe the proposed extension will enable this evolution to continue in a way that will prioritize access, affordability, and safety.
And to be sure, we want to see all of these priorities improved upon.
We can and must do better. But to continue down that path, we need stability and certainty,
which is why it is critical to move forward today. Likewise, the Smart Streets program
Likewise, the Smart Streets program deserves your support today.
As this community recently heard, the pilot has been incredibly successful at changing
behavior to encourage drivers to make safer choices.
Making the program permanent and expanding its footprint is good public policy.
We would go even further and urge the council to consider reinvesting the revenue from this
program into redesigning roadways to further improve safety for everyone on the street.
Thank you for your time, and I hope you can count on your support for both of these measures
today.
Thank you very much.
Our next speaker is Lee Foley.
Good morning, Chairman LaSpada and members of the committee.
My name is Lee Foley, proud 20th Ward resident from our city's south side.
I'm here this morning to speak on behalf of Lyme and the tens of thousands of Chicagoans
who rely on our service for their daily commutes and the dozens of Chicagoans whom we employ,
many of whom are south and west siders, who power operations every day.
As one of the city's two shared micro-mobility providers, Lime provides nearly half of all trips citywide.
The other half, provided by Divi, operated by Lyft.
And by the way, Divi is public. Lyft is not. Lyft is a private corporation just like Lime.
In fact, they're several times larger than Lime.
And so I question the need for a private corporation like Lyft to squash its competition in order to continue providing services that are already being rendered effectively.
I'm here to express LOM's opposition to item three, Lyft's proposed five-year contract extension.
Their contract's not set to expire until 2028.
So I ask this body, what is the rush?
Budget season starts next week.
I do not believe that Lyft's contract
is the top priority for Chicagoans
and certainly not allowing a monopoly
in this economy to take place.
And we know what happens
when monopolies are granted to private corporations.
Prices increase, services deteriorate,
and lower-income families,
particularly like those on the south and west sides,
my neighbors are left out and that's what lift is proposing in this contract they're proposing to
expand the core area meaning that lime then has to stop providing service to the north and west
side or to the north sides of this city and i ask for you to delay this vote thank you
our our final our final three speakers are george blakemore anelise gallagher and kyle lucas
citizens you have witnessed an ineffective government the mere effect that you all had
to wait all this time a 201a no way they could have put you there just the mere scheduling
of using the city council
to see that this government
is ineffective.
And a monopoly
is always evil
in a one-party system.
Right here in the city of Chicago,
you have a monopoly.
What is that monopoly?
They're all Democrats.
All right, take a good look now.
They're all Democrats.
So I'm against these
monopoly, and I'm against
a one-party system
and
David. Number one,
these streets in the city of
Chicago, in the United States
of America, was not
built for
built for bikes, you go over in Europe, they were designed for that type of transportation,
not here in the city of Chicago. This has been a pure disaster, and they say they save a life.
I've never seen, number one, you should take a driving test, a riding test.
It's completely out of control
So when you go to Europe
These streets were designed for bikes
They have it as a science
Over here is a disaster
A complete disaster
A monopoly
One fighting over
I want it
And I don't want to share with anybody else
This whole system
Didn't you see how you were treated here?
how you all had your way here and they had this room open for a little group and we're going to
put you in 201a something wrong with all of you thank you very much mr blakemore our next speaker
is annelise gallagher okay apologies our final speaker is kyle lucas good morning chairman
lesbada and committee members my name is kyle lucas i'm the executive director of better street
chicago we're a grassroots non-profit advocacy organization we advocate for people to be able
to walk roll bike and take transit better in the city of chicago and today i'm here to voice my
support for the divi contract extension um one of the i want to really emphasize something that's
really special about divi and that really differentiates it from pretty much any other
system in North America. It's ours. We own Divi. It is a pub.
We own Divi. It is a public good.
And really, it should be thought of as an extension of our public transit system, CTA, Metra, and Pace.
Divi provides a public option for those last mile trips connecting from those modes to the rest of your destination in the city of Chicago.
And for many people, their whole trip, because Divi provides that option as well.
You know, for 13 years, Divi has been a growing and really important asset for our city, providing people access to alternative modes.
Every Divi trip that's taken is a car trip that doesn't.
That's good for congestion.
That's good for safety on our roads.
That's good for pollution.
It's good for our health.
So I really believe strongly that this contract has a lot of benefit towards Chicagoans.
there's a lot of really good commitments towards expanding the system to putting in better repair
and i i don't agree that this has been a rush process the city has in good faith engaged with
advocates with feedback for months now on on ways to be able to provide input on what needs to be
improved in the system and i think that we see a lot of good benefit for the city of chicago in this
and I urge your support. Thank you. Thank you very much. This concludes the public comment period.
The committee also received 44 written comments that were distributed to members via email
and will be recorded in the monthly Rule 45 report. Our first order of business is the Rule 45 report
from September, which was sent out via email and distributed to committee members. Can I have a
motion to approve the September Rule 45 report? Alderman Knudsen, so moves all of those in favor
passing the report say aye all those opposed say nay in the opinion of the chair the eyes have it
We will now go out of order, starting with the direct introduction ordinances on page 2.
Can I have a motion to recommend approval of all direct introduction ordinances on page 2?
Vice Chair Cruz, so moves. All those in favor of passing these items, say aye.
All of those opposed, say nay.
In the opinion of the Chair, the ayes have it and the do pass recommendation for these items
will be reported at the October 14th City Council meeting.
Let us turn to pages 3 through 8 for the recommended portion of the agenda.
Can I have a motion to recommend approval of all recommended items on pages 3 through 8?
Alderman Martin so moves.
All of those in favor of passing these items say aye.
All of those opposed say nay.
In the opinion of the chair, the ayes have it.
And the do pass recommendation for these items will be reported at the October 14th City Council meeting.
We will now turn to pages 9 through 18 for the no-recommendation portion of the agenda,
which are items that received no recommendation from city departments.
These ordinances were submitted as overrides, are on the agenda at the request of the alder person,
or do not require departmental approval.
For items 7 and 9 on page 16 and item 1 on page 18,
we've received substitute ordinances that make changes to the language per CDOT's recommendation.
Can I have a motion to accept these substitute ordinances?
Alderman Martin, so moves. Hearing no objections, so ordered.
Can I have a motion to recommend approval of all no-recommendation items on pages 9 through 18,
including the previously accepted substitutes?
Vice Chair Cruz, so moves. All of those in favor of passing these items, say aye.
all of those opposed say nay in the opinion of the chair the eyes have it and the do pass
recommendation for these items will be reported at the October 14th city council meeting
returning to page one we will begin with item three which is oh 2026-0
which is O-2026-0028871 Amended Operator Agreement with Lyft Bikes and Scooters, LLC,
Operation and Management of Divi for Everyone Bike Sharing System, sponsored by Mayor Johnson.
A substitute has been prepared for this item and was emailed and distributed today.
Can I have a motion to accept this substitute ordinance?
Gives this one to Alderwoman Manaha Benworth, so moves.
Hearing no objections, so ordered.
I will now pass in the box to David Smith, Assistant Commissioner, and Vig Krishnamurthy, Managing Deputy Commissioner at the Chicago Department of Transportation, to present on the contract amendment and the changes that have been made in the substitute.
Good morning.
Vig Krishnamurthy, Managing Deputy Commissioner at the Chicago Department of Transportation.
Thank you, Chairman and Committee, for having us here today.
before Dave runs us through the presentation I wanted to just take a
moment we all heard that Chicago was voted the best city in America and it's
nice to hear when the rest of the country catches up with what we know
already here and when I was thinking about what does that mean and what is
you uniquely Chicago leadership and innovation and transportation is one of
of those things that we pride ourselves on at CDOT
as being part of a legacy of tradition
in the city of transportation innovation.
And when you travel the world,
you know, you may take great train systems
and come back and say, oh, I rode the train
or I rode the Metro.
When you come to Chicago, we have the L
and it's iconic and it's ours.
And it's the same, you know,
there are other cities who have micromobility systems,
but we have Divi, which is something that is 13 years
something that is 13 years owned by the city of Chicago,
belongs to the public,
and really means more than just about transportation,
it's part of our shared identity
and something that belongs to Chicagoans
that we're proud of as well.
So we're here today to discuss
this proposed contract extension, the terms,
but in the work that we have done at CDOT,
working together with this committee
and the members of council,
we really tried to center something
that we can be proud about,
something that delivers benefits to the public, and something that will continue that legacy of
transportation innovation in Chicago for years to come. So thank you for your time, and I will pass
it to Dave. Thank you, Vig. Thank you, Chairman LaSpada, David Smith, Assistant Commissioner,
Chicago Department of Transportation. It's good to be with the members of the committee and members
of the public, again, talking about how we are making our streets safer and more accessible for
everyone no matter which mode of transportation you're using to get around i've been working on
these types of issues for the last 15 years starting with the kinsey protected bike lane
which was the first protected bike lane in the city of chicago all the way through today and
working on propelling the divi micromobility system forward into the future as vig mentioned
and as others have mentioned divi is incredibly successful it's uniquely chicago you won't find
divi in any other city in the country and we are at a really important moment where
the system continues to grow at an incredible rate and we'll get into the details but 2026
has really been an amazing year so far when it comes to the success of the system divi is owned
by the city as has been stated it includes over 12 000 pedal bikes electric assist bikes
electric assist bikes and electric scooters it includes over 1100 divi stations the city
owns the system and we contract with lift urban solutions to manage the day-to-day operations of
the system we have an existing contract with lift and that contracts out that contract outlines the
feasibility of an extension pending council approval which we're here today for divi has
been very much established as a critical and vital part of our transportation system.
We have over 42,000 members. I think we've grown membership by about 10,000 members year over year
recently. It's affordable, it's convenient, and it's an efficient asset for everyone regardless
of the community you live in, your familiarity with riding or a bike or a scooter, or the type
of trip that you need to make we have the largest service area of any system in north america
and in 2025 divi was the choice for nearly seven million trips to work connect to public transit
support local businesses visiting family and friends and getting around our city in 2026
we continue to see record use of the divi system we had our highest single day of ridership in the
system's history in August, over 47,000 trips, nearly 48,000 trips in a single day.
We had our first month with over a million rides in July of this year, and probably most of us in
this room decided that wasn't enough, and we followed it up in August with another million
rides. It's been the busiest summer of ridership on Divi in the history of the system, over three
and a half million rides and year to date we've seen more than 600 000 additional trips on divi
compared to this time last year so not only is
So not only is Divi a critical part of our transportation system, we're also in a critical
moment to ensure that the system continues to grow and meet the demand of our city.
Divi launched in 2013, and it really became today's familiar system around 2019 with the
introduction of electric assist bikes in 2019 and into 2022 we had electric scooters we were
divvy was the first docked scooter system in the in the country we saw significant growth
in ridership following covid and in the last few years the system has expanded
to cover citywide and the number of trips are increasingly have been increasing steadily
increasing. Last year, we increased the network of stations. We implemented operational improvements
and introduced a series of affordability measures, and the result is a significant
uptick in ridership and membership. The proposed contract that we'll talk about today
builds on the successes of the last several years, as well as identifies opportunities to grow the
system and make sure divi is an asset for everyone regardless if you use the system every day or you
use it occasionally or even if you don't use the system at all the policies of this contract
extension touch everybody and improve our city the contract extension amplifies the policies
that have made the system such a great option and it addresses areas of improvement that we've heard
from the council and from the public regarding organization of the public way.
The goals of this contract extension is to maximize the utility.
is to maximize the utility of Divi for every Chicagoan, to invest in our public system of
micromobility, to grow the trajectory of ridership year over year, and to have the best micromobility
system in the United States. And when we talk about having the best micromobility system
possible, we talk about it in four parts. The first being a robust set of equipment,
so making sure that bikes and scooters are available and reliable all year round a dense
network of stations and parking opportunities that organize the public way and make sure that
divvy is reliable and predictable and accessible for everyone a strong operations plan which we
have a contract with lift urban solutions to make sure that bikes are rebalanced and working
correctly and available for everyone and the backdrop of all of it is a set of strong supportive
micromobility policies, which this extension reflects. The framework that the extension has
been built around is affordability, both for the user and for the city, reliability and convenience
in the form of continued investment and growth in the system, particularly where demand is the
highest, and consistency and innovation. The contract terms include upgrading the oldest
bikes in the fleet deploying more devices to meet demand rolling out the newest station technology
to better serve the public to move into and to move into a station-based parking structure that
will better organize the public way keep sidewalks more clear and make device availability more
predictable for users as well we'll talk about the divi core area and the expansion the divi core
area is the geographic area with the highest demand for divvy use and expanding the core
is a central part of the contract extension it allows us to ensure that we have
contract extension it allows us to ensure that we have the most reliable and predictable experience
for users across the city we're able to best regulate our pedestrian spaces in public way
where we have the most competition for space on the sidewalk and it provides the mechanisms
to ensure reduced costs and incentives citywide with this contract extension we will maintain
oversight over our operator, we will maintain ownership of the system, and we will actually
expand that level of oversight through our service level agreements. To get into some of the specifics
of the contract extension, starting with pricing and affordability, we have benefits when it comes
to pricing for every type of user, regardless of your income level, and regardless if you use the
the system for one day or if you use it for every day of the year. So the first being within our
equity priority areas, a 50% discount and elimination of any unlock fee for all non-member
trips starting or ending within the equity priority area. On the map, that area is highlighted
in orange and this represents about 45% of the service area of the city. So any trip on any
device that starts or ends in that area for a non-member is a automatic 50 discount
our divi for everyone program which is also uniquely chicago offers a five dollar membership
for lower income residents to have access to the full benefits of the system just like a full price
membership we within our contract we have service level agreements that require the growth of the
Divi for Everyone program. We froze prices and that continues through the end of next year for
annual memberships for new members at $99.
for new members at $99 and for renewing members at just under $144,
which makes the annual membership for Divi one of the lowest amongst our peer cities in the country.
Reduce scooter pricing for members so that the per minute fee of a scooter
is much more in line with the cost of an e-bike per minute.
We're also capping the cost of e-bike trips at 30 minutes.
so if you're riding a bike an e-bike at 42 minutes you're only paying the 30 minute fee
so that's a really that's something we rolled out this year it's been very popular
especially for longer trips for members on an e-bike and within the term within the the terms
of the contract extension we are setting annual price caps at two percent plus consumer price
index. Currently and historically, it's been at 10%. So the cost of a membership or a permanent
fee has been able to increase by up to 10%. That is capped now at just 2%. So the pricing is much
more predictable and in line with what it will be starting next year through 2033. In terms of
investment into the system the contract extension includes 4 000 new devices to be deployed in 2027
that's a mix of scooters and bikes a minimum of 2500 scooters um 2 000 of our pedal bikes will
be upgraded to the newest technology and the new newest model which will allow pedal bikes to
a lock to a variety of places. And we'll get into that in a couple of slides. Plus 4,000
additional docks to start deployment in 2027, primarily focused within the expanded core area.
Those 4,000 docks are on top of stations and upgraded docks that we've been installing around
the clock all year round. We just are receiving orders or shipments of over 500 docks per month
starting in September. Those are getting deployed into the field. We've been electrifying stations
around the city, upgrading stations all across the city. So we've been really hard at work to
grow the network and make sure that people in every neighborhood to have the best opportunity
to find a bike, use Divi, and park conveniently. In addition to the infrastructure investments,
an ongoing annual investment of $1.5 million into equipment, additional docks, additional devices
every single year. The Divi core area expansion, as I mentioned, is a critical part of this to
unlock all of these benefits the divi core area has expanded since 2022 and expanding the boundaries
is a key part of chicago reaching our goals with micromobility policy when it comes to reliability
and predictability regulation of the public way and to maintain reduced costs for the entire system
the core area was created in 2022 to prioritize the city's shared system in the highest ridership
areas and to help regulate the public way and organize our sidewalks in the busiest areas
ridership demand for divvy has expanded incredibly and also 3-1-1 requests for dockless scooters
has grown the core area expansion reflects how people use the system it reflects the
the growth in station equipment and the fleet of divvy and it reflects the feedback that we've
been hearing from the city as well the core area expansion allows us to
The core area expansion allows us to continue to prioritize our system and achieve greater
reliability, predictability, maintain reduced costs for the entire system, and the network
of growing DVI stations, along with the parking policies that are included in the proposal,
allow us to focus on organization of our public spaces and reduce conflicts on sidewalks with
pedestrians and people with disabilities. The core area represents the highest demand for
Divi and is a key strategy to strengthen our system, to grow ridership in our system, to better
organize our public way, and to strengthen our oversight and contractual policies over the areas
with the highest demand for shared micromobility. The core area expansion is about strengthening
Divi for the entire city. Scooter companies who have a scooter sharing business license can still
operate within the expanded core but the deployment of scooters is limited to four percent of their
fleet there's no change to the overall cap that is permitted under the license and it does not mean
that anybody riding a licensed scooter it does not mean that their trip will be disrupted if they
are inside of the core area what it means is that privately licensed scooters will
companies will have to limit their deployment and it's on the vendor the private vendor to
rebalance their devices within this area according to the scooter sharing business rules prior to
the core area expansion being in effect there are several contractual requirements that must be in
place including significant investments in the deployment of divi equipment operational metrics
to ensure the city has oversight of the performance as
oversight of the performance as well as safety obligations to make sure that we continue to keep
everyone safe no matter how you're getting around so prior to the core area expansion
4 000 new devices must be deployed first the contract outlines as i mentioned 2500 of those
will be electric scooters and we the city retain approval over the remaining 1500.
2 000 of the oldest pedal bikes will be upgraded with the newest technology
and will help expand parking options for pedal bikes prior to the core area expansion there will
be updated service level agreements and performance metrics to reflect the change
including but not limited to ridership device utilization goals having the infrastructure
in place that we mentioned and education and education plan in place for the new station-based
parking policies. In addition to the triggers for the core area, we will also have the establishment
of a responsible riding program that identifies users with a pattern of behavior that we want to
target and improve. The core area does not become effective until all of these obligations are in
place and reflect the city's commitment to safety reliability predictability and efficiency within
the contract the responsible riding program is a trigger for the requirement for the core area
expansion and that program will identify a variety of behaviors from users including sidewalk riding
wrong way riding, aggressive braking, tandem riding, and it will include measures to educate
individuals, to warn them of the rules of the road, and to escalate up into potential fees and fines.
potential fees and fines the parking structure of the contract will include a station-based
parking system so every all of our devices you'll be able to park at one of three locations either
a Divi station a virtual station which is a bike rack that has been designated and turned on within
the app and allows people to park a bike the new pedal bikes the 2000 pedal bikes will reflect
an upgrade of 50 of the existing pedal bikes those new pedal bikes will be able to lock
at a designated bike rack and then overflow parking where we designate certain stations to have
space next to the station to allow you to park when that station is full for pedestrians this
means clearer sidewalks and more accessible walkways and for riders it means consistency
and predictability no matter which device you choose so this policy update will be a big benefit
for people walking people with disabilities people pushing a stroller and this parking policy will
be in place for the entire system not just the core area in terms of rider revenues and payments
the contract extension includes that the system will continue to operate with no payment to
our operator the rider the ridership revenue share increases it's historically been tiered approach
so between any revenues that come in between 20 million dollars and 40 million dollars will be
10 percent 10 percent of that will come back to the city any revenues between 40 million and 60
million seven percent of that will come back to the city and any revenues over 60 million five
percent of that will come back to the city there will also be a minimum advertisement payment of
1.5 million dollars that will come to the city as well as an additional 1.5 million dollar annual
reinvestment into the system into docks and stations above and beyond the four thousand
four thousand docks and four thousand devices the city retains ownership over the system divvy is
ours lift continues to operate the system uh until 2033. the we own the station equipment
at the end of the contract uh it becomes ours and service level of agreements are remain in
place and are strengthened and expanded uh with the new terms uh it as was mentioned in public
comment to support the growth of the system the operator intends to add approximately 100
new union jobs to support the system to make sure that it's operating every day for chicago
and lyft urban solution has done a really good job of partnering with alex wilson from working
bikes spoke or from west town bikes spoke but also working bikes who many people are familiar with
but the operator has been committed to job training and working with young people
as well as part of their partnership with the city and the operations team has done a really
good job of building strong community partnerships across the city they've worked with hundreds of
community organizations and have supported many many events all across the city
and many of those community organizations have offered support for the contract extension
the contract extension. So before I end, I'll just say that we are excited to be here to
talk about Divi. It's been really incredible to watch Divi grow into an amazing asset for Chicago.
It's part of the fabric of our transportation system. And we believe that the contract extension
is a big win for the program and for the city it strengthens the policies that have gotten us to
where we are today as well as it looks into the future by ensuring that we have an accessible
affordable and safe system that serves everyone thank you thank you very much david uh thank you
big uh another voice also have with us in the box joshua johnson from lyft for questions uh i will
elect to close, but open to questions and comments from committee members. I guess we'll go to
Alderman Knudsen, followed by Alderman Lawson. Thanks so much, Chair. And I'll note from the
get-go, I think like so many of us in this room, I'm a huge fan of Divi. I challenge any Alderman
to open up their app and see if they've ridden as many Divi miles as I have. And I know a lot
of that is because of the connectivity in the 43rd Ward, which is the highest divvy usage ward
outside of downtown by quite a bit. And I thank your team for sending the data on that.
I just want to go over a few questions to get clarity on, and then just an overall general
timing question. But on the parking zones, which is a big win for the 43rd Ward, and we've talked
about this quite a bit um dense area which is why i think there's such high divvy use
but also the equipment of course can scatter everywhere and it's a huge concern our opposition
everywhere. And it's a huge concern our office receives from both Divi and Lime devices.
I just want to clarify those zones will be mandatory, right? There will be no way any
longer to park a Divi e-bike or scooter outside of those zones. Yeah. Thank you for the question,
Alderman, and appreciate the partnership in growing within the 43rd Ward. Yes, that is
correct. So with the new parking structure, the devices will not allow you to, an e-bike or an
electric scooter, will not allow you to end the trip outside one of those three places, either a
station, a designated bike rack, or an overflow area directly adjacent to the station. Great, and
And is the plan for that to go into effect almost immediately after the contract renewal? Or what
is the timing like on that? That is one of the mechanisms which must be in place prior to the
core area expansion. Okay. So our goal would be to bring that policy along with the affordability
measures and the devices as quickly as possible. Okay. And from CDOT's perspective,
is there potential to have the same with Lime scooters going forward just so that there's
consistency amongst every you know a lot of people can't really tell a difference between
they might have both apps they might have one or the other but what I'm wondering is will Lime
when we discuss that contract we'll see that push for Lime to have to be parking in zones as well
So, Alderman, thank you for the question.
This is possible because of over $100 million of investments that have been made in the lifetime of the system on the docking hardware.
There will be, of course, the option, as Dave mentioned, to leverage the publicly funded NCEDA and installed bike racks as well as the virtual stations.
But primarily, the goal is to drive the devices back into stations.
And so without having a docking solution, it's very difficult for the dockless scooter license program to achieve that model.
I would compare it to the evolution of the public transportation system.
I know we have our colleagues from CTA here.
You know, back in the old days of horse carts and things,
you know, people would just probably raise their hand
and say, I need to hop off here and hop on there.
But we have a very orderly system of bus stops
that are on a regular interval spacing.
People know where they are, where to wait for the bus,
and where to get on and off.
It's the same thing we're trying to do here,
having grown Divi into over 1,000 stations and growing,
is create predictability for both users as well as non-users
of where do these devices go.
and that is really premised on the investment in the docking hardware which has to be cited in the
public way. Okay I think we should have that discussion just around consistency. Many alders
are probably similar but me being a true believer in micromobility I still go into community public
meetings often when we do town halls and it's what we get yelled at about almost the first request
especially in certain parts of the ward it's just and and they don't see a difference between
you know is this scooter divvy is the scooter lime it's that the scooter was blocking the
sidewalk and uh you know my walker i couldn't get around it um uh or my stroller or you know
alderman you're pushing so much outdoor dining and that's already reducing our our sidewalk space so
i really like what i you know have researched that exists in other european like in european
cities that are the parking zones and really forces you to always bring this kind of infrastructure
to one zone. It's my favorite part of this new contract.
favorite part of this new contract. So I think the work going into that, and I'd love to keep
talking to you all about how we can just make it consistent for all micromobility equipment.
And I would say just other alders too. It's always a bit of a community fight to get new
docks in. Last year, we put in 14 new docks at once, and we already had a lot of docks in the
award, it comes with, you know, sitting down with business owners, sitting down with neighbors
tension, maybe you have to move one. But what I can say is, it's helped, because people are trying
to save that $1.50 when they have the opportunity to dock. My last question is because I know some
of the ones Bennett's going to ask, I believe he's going to ask, that will be interesting to
me as well is just on timing. I understand the need, you know, to get these contracts
renewed with assurance, right? We don't want every contract to go to the last minute.
We don't want our budget to go to December 31st in the city of Chicago. Is there a downside
to continuing conversations on this for a few weeks when some interesting points have been
brought up um that have taught us alders in different ways on how these two systems lime and
divi interact with each other is there any kind of financial or city-based downside to waiting
a little bit on the renewal of divi i think that's a question perhaps to be best answered
by your colleagues and the chairman in terms of the process but um in terms of the system our goal
at the city and CDOT is to deliver these benefits to the public as quickly as
possible we've worked very hard to try to create a package that we think will
be very beneficial to as I said users of the system as well as general public
way orderliness so the expediency in getting to you know success
in getting to, you know, success will then follow in terms of how fast we can move.
And then, of course, respect for everyone's time and your colleagues' time. We hope that we can
be informative and support that well-reasoned and transparent discussion that you alluded to
here today with the questions and the answers that we can provide. Yeah, Chair, can you shed
some light to that maybe just on your view related to timing well alderman i'll say it depends on the
will of the body i i would say there have been many many months of negotiation to the contract
uh the committee has tried to hold i would like to believe sufficient briefings to
answer committee members and on committee members questions even before we got here today
Today, I have every expectation that we're going to continue conversations on micromobility in the city, but it really is up to the body today.
Okay.
And yeah, no, I do compliment you and CDOT on the depth in all of the briefings.
It's like any of these conversations as we then take the conversation to our residents and advocacy groups, new issues come up.
And we learn more and more. So what I wanted to just clarify is that there is no system risk to, should there be, should we delay this at all? There's no risk of losing Divi, which I believe is the case as it's a very popular system. It's probably one of the most popular. It's changed a lot of people's lives in the city. But because of the date we have until we can renew, there's not a risk that this all falls apart.
i don't know that i can say that to you with a need 100 sense of certainty yep just being honest
Just being honest. Great. Okay. That's good to know. I would say we create these renewal periods
to give a gap of time for conversation. So I just wanted to get your perspective as well. I don't
think this contract's at a risk of going away, but I do think it's a good one right now and think a
lot of good work has gone into it. But just want to bring that up to the body as we ask questions
and have the conversation today.
So I'm good with questions, Chair.
Thank you.
Thank you.
Audemann Lawson.
Thank you, Chair.
And I appreciate the conversations that we've had
in the very recent past around this
and the updates that have come into the agreement
since some of the things I raised where we're at it.
I have a couple of questions
and then we'll make some statements probably too.
But my concerns around here are really twofold.
It's, you know, looking at the industry and how this impacts the industry as a whole, which I think was something that was a little later to the conversations.
And then the safety piece, which is also something that came in a little too late for my comfort here.
So I'll start on, you know, we are in partnership with Lyft for a municipal public-private, you know, system.
We should have a conversation about whether that's the way we should go or we should be looking at a competitive system.
just you know having having an honest like that's what we're looking at here and so just being
honest about where we are um this is more than just an extension this is a a huge shift in um
where the city is putting its resources for micro mobility and so i want to make sure we understand
the practical application of that um you know and the question for lime which i don't think there's
anyone here to answer is do they continue to operate without access to the core zone and i
don't know if we've gotten that answer chair um or anyone has asked it but i would i would ask
maybe if they would like to give a statement to the committee at some point that that would
be possible because my understanding is right now
possible because my understanding is right now divi has 12 500 devices citywide so does lime
it's about that same number correct correct me if i'm wrong we should know we licensed them right
i believe it's it's roughly the same so um if lime goes away which they certainly will from
the core area and we add 4 000 devices with divi that gives us six five which is well short of
where we are now so how does that work as far as volume and location with less devices citywide
um thank you chairman for that question so um when we think about public service delivery
um we think about what is the most effective efficient and economic way of doing that and
And we've heard in many conversations from this body, whether it's other areas of CDOT,
how do we make our assets do more with less?
That is essentially what we need to do here.
The growth, your math is very correct, but what we need to do is grow the utilization
of the devices we have, right?
It's bike sharing, it's divvying up.
What we are aiming to do is not oversaturate the public way with more devices to get a
marginal amount of ridership.
What we're trying to do is create a massive ridership engine through having that organized and predictable availability of devices driven into stations.
And so part of the availability challenge right now is, on the one hand, it's great to have a dockless system where, you know, there is a device potentially right where you need it, but also potentially not.
And so we do believe that you can drive more ridership per device with net fewer devices by having better organization and better predictability.
And, um, of course, you know, this is a well thought out hypothesis, right?
That the people at CDOT who have been doing this for 13 years, they've been very closely
closely tracking data, they track ridership,
they track what happens when we add a dock,
how does that grow ridership
and how does that influence demand.
But there are safeguards.
So in order to, as Dave said,
first of all, even trigger the core area expansion,
we are gonna do that investment in equipment up front
because the incentives here are very much aligned.
CDOT and I think this body believes in ridership.
Ridership is gonna help the public get around.
That's what they wanna do.
people want to access all the great things in this city. That's also why we align the financial
structure of the deal to ridership, because there are then shared incentives to make sure we're all
in on that. So I do believe we have a very good foundation there. And then on the back end,
before the second core area proposed expansion were to advance, we have contractual terms to
set metrics of success, because we want to ensure we're not just doing something to do something,
we are doing something to achieve those results that we want to see.
So CDOT will be setting performance metrics for the expansion of the first core area
and then measuring if that's coming true
and making any adjustments as needed along the way
to make sure we get the result we want to see.
So I was going to go a different direction,
but since you mentioned that, CDOT sets the performance metrics.
They're not included in the contract.
They're not included in the agreement right now.
There's some very general terms that were just added around safety.
The city council doesn't have an ability to review those performance metrics, do we?
There's nothing built in that says that there's an annual report to the council or an annual hearing or quarterly hearing since it's our system.
At the moment, I don't believe there's formal language as such, but we are always available and happy to come and present.
Absolutely. But, you know, this comes up all the time.
If we leave it to a department to do rules and regs and, you know, the program can change drastically from legislative concept to action.
And so I want to make sure that we're more on the same page here.
here. Just back to the contract sort of basics, we're getting annual payments from both of these
providers right now, right? My understanding is Lyme gives, it's about three million. And what is
the annual payment from Lyft? So I'll speak more broadly to the financial structures and then have
to provide the specifics. So with the scooter license, the mechanism is a license fee. With
the Divi program, there are a number of financial structures within. The first is capital investment.
So before we even talk about annual, financial, there's the capital investment, which has
happened over the last many years and which continues into this proposal, stations and
bikes, which are equipments that will be owned by the city.
So there's a capital piece that transfers in perpetuity to the city.
The second piece is, as David said, there's an advertising piece, revenue share.
There's a sponsorship payment, which is essentially around naming rights.
and then there's the um revenue share of um which is on the top definitely commissioner i have a lot
of questions and so if you could give us numbers sure uh you know because i i don't want to be
here all day okay all right so i think so for example last year i believe the scooter sharing
license brought in about 2.4 million dollars okay and uh divvy brought in uh about 3.5 million
dollars to the city with to our corporate fund or that reinvested that is re that is reinvested
into supportive programs right so our safe ambassador team um and other cdot programs that
grow and support the divvy system in addition to that 3.5 million there have been uh revenues
invested into purchasing docs and right i'm just talking like actual cash to the city like it's
so last year last year about a lot of that about a million dollars more for the divi system than
um and i i had asked you this deputy commissioner yesterday i don't know if the law department is
i don't know if the law department is here if we uh execute this contract are we concerned about
any legal liability by not allowing the uh the licensed part you know provider that we've
licensed as a city access to what is a far majority of the rides in the city so alderman we work with
the corporation council contracts division in drafting um what you see in the attachment to
the ordinance um to our knowledge they have not raised any such concerns they're quite meticulous
in their work um they're not here to speak today but we certainly have every step of the way of
the language every comma and every edition has been reviewed by uh i mean i maybe that's a
question for the the line folks too or maybe something through the chair we could get as far
as from the law department there's their take to what what level we're we're uh exposed on anything
um i think i got my answers on a few of these how many more docs are we talking we need docs for
4 000 more devices right and maybe you go to the slide that has the docking options um parking
structure yeah yeah uh there so um i should have said this to start obviously i have a very high
usership uh ridership board um between wrigley field and north alstead and other major events
we have uh high volumes at specific times of people in and then generally out less so for a
night games sometimes but um you know so i have had to add capacity um on sidewalks on uh you know
on streets already and looking at the overflow parking um if only it was ever that orderly
um practically speaking you know i think uh we see a lot of everything we haven't had divvy
mountain in a few years that's a good thing but um specifically to the bike racks um how many more
bike racks. I think the number was there's 896 currently. How many more do we think we need to
put in to handle the expansion of 4,000 units? We will work with all of the wards, the individual
wards, to designate the right amount.
wards and to designate the right amount of parking spaces we've worked with the 44th ward
a lot a lot in the last year or so to increase docks significantly with that we've also seen
ridership grow significantly in the ward sure um and i think that is part of that is evidence that
when you provide the parking stations that are there and visible and and um predictable we do
see more devices per trip my i'm specifically want to know about bike racks so so the sidewalk
bike racks that i have and we have on every block that we that can hold them how many more do you
think you need to deploy in the citywide or the core area to meet the demand are they purchased
the bike we have we have over we have like 13 000 bike racks across the city yes we're one of the
i need i don't know if there's another city that has more bike racks than us but we're we're right
at the top so that is an option that is very easy for us to turn on and designate and that is part
of the process of that will need to be in place prior to the core area expansion that then i have
a number of bike racks that are sponsored by the ssa um the rainbow on halstead for example those
are going to be included in uh what a bike rack they can use right not necessarily like we don't
we're not saying that every bike rack has to be turned on i think that's where the analysis i
I don't think there's anything that says we can't turn those on, but...
I would say there'd be some confusion for riders if a regular bike rack anywhere isn't going to work.
So it's not that every rack will be turned on.
It's really looking at it systematically to make sure that wherever you're at,
you have a short distance to walk to get to a parking station
and looking at the density of all the different parking options.
Fair, fair.
Again, I think there's just things that we're going to have to work out
and just physically sighting the rack sometimes is difficult.
right in a dense area there's more work for all of us on that um like i said the contract just
added the word safety and um there's a lot of it here that is based on
And there's a lot of it here that is based on a scooter safety requirement that we have for our licensed micro-mobility providers.
It doesn't say anything about bikes.
And my understanding, and even in your one-pager here, sidewalk riding, that there is no bike that has sidewalk riding detection.
Is that correct?
That's correct.
There's no bike anywhere in my country that does.
So I want to be honest here. When we're talking about consequences of risky behavior, this doesn't apply to bikes at all. It just applies to scooters.
I believe so. So wrong way riding and aggressive braking can be part of that.
So there are some of the two biggest complaints we get are sidewalks and docking and location.
So it gives me pause to not have bikes included in this when if it's technology that's available to scooters, it should be on bikes.
And the contract itself just refers to scooter safety.
It doesn't talk about bikes.
Again, those metrics would then later be reviewed by CDOT, not the city council or the alders.
Alderman Lawson, if I may, the one thing I would note, because your comments are valid,
I would only note that the law is a little bit more nuanced when it comes to bicycle riding on the sidewalk than it is where scooters are concerned.
Oh, it's illegal already.
Well, even beyond, which is to say, even beyond children, there are, in certain cases, legal permissions for adults to be riding on a bicycle on the sidewalk.
That is not to say all the time or perhaps to the extent that you see in your work.
Chairman, as you know, the first rule that you see when you open a divvy is do not ride on the sidewalk.
And part of my questions and part of the responses I was hoping to get before the hearing, and I really didn't get until I had to read it between the lines, is there's been zero enforcement on bad behavior from Divi.
And, you know, the idea that we're going to start that with this contract when we don't have any real measurable metrics.
when we don't have any real measurable metrics, when we don't have commitments that are, you know,
are actionable or reviewable by the city council is one of the reasons that I have paused here.
And, you know, I've got more questions I can go through. I know others do too. You know,
I'm going to make a motion to defer this because I think we need a little bit more time. Like my
colleague and neighbor said, there's just enough things that have come to light of the conversations
we've had that another month is probably not going to, again, kill the deal. And we can build
this in in a way that gives us all more confidence to vote for it so i can keep asking if we want to
do that i can make my motion i i don't if other people have questions too i you know i would
defer to you because i could go another 10 minutes 20 minutes but so i would move to defer it uh so
that we can come back and deal with this um you know once we've had time to really flush out
you know some of these questions that i've had i mean again i've got more questions i don't know
how long we want to be here so i would say that to you chair like i can keep going we can have
everyone's question i can make the motion at the end i can make it now if we want to come back
anyway you want to do round two i mean it's it's up to you chair can you count the number of your
questions on one hand or two i can do it on one may i ask a round i'll be fast may i ask you round
two just in case some of your questions are covered by colleagues is that all right i i
move to defer this item i hear the motion may we ask a roll call on your motion yes absolutely okay
okay on the motion to defer chairman lesbada no vice chair cruz ottoman hopkins
Orman Robinson
Orman Yancy
Orman Chico
No, you know.
Beg your pardon?
Audemann Quinn?
Aye.
Audemann Moore?
No, I don't want to take a vote on it.
Audemann Curtis?
Okay.
Audemann Burnett?
Audemann Irvin?
That is a yes on the motion to defer.
Audemann Knudsen?
Audemann Lawson?
Yes.
Audemann Martin?
In the opinion of the chair, my deepest apologies, older woman, older woman, Minah Hoppenworth, the ayes have it, the motion is eight to four, the motion is deferred.
with with respect then i i believe given that there's probably many questions left on the table
probably makes sense for us to circle up for further briefings with orders to tackle those
questions before we come back is that agreeable to members okay i i give you my commitment to
work on this and work through these things in a timely manner this is an important system for us
in my neighborhood i just want to make sure we get it right so i i again appreciate all the work
that's gone in um and we'll be back soon sir i do not doubt your commitment thank you thank you
thank you gentlemen so we are going to move on at this point to item four on page one
please uh remain seated yes uh which is oh 2026-0028833 an amendment of the municipal code
3 3 3 an amendment of the municipal code chapter 9 dash 1 0 8 revisiting the area covered by the
smart streets program this ordinance makes the program permanent and expands it citywide
we have distributed a substitute ordinance that makes changes to the ordinance per the
recommendation of c dot department of finance and the department of law the substitute amends the
definition of automated parking enforcement system. Folks, we'll take a brief moment,
not a recess perhaps, but just time for folks who would like to leave the gallery to leave the
gallery. Okay, continuing on. The substitute amends the definition of automated parking
enforcement system to clarify that cameras can be placed on vendor vehicles, removes the requirement
for notification to all the persons of deployments in their ward, and removes the installation
warning period. It also makes revisions to the information included in the quarterly reporting
on the program, makes amendments to Title IX to clarify intent and enforcement outcomes
for unauthorized use of bicycle lanes by delivery vehicles, codifies the rollout of the program
that we'll hear more about shortly, and makes the ordinance effective immediately following
passage and approval. Can I have a motion to accept this substitute ordinance? Vice Chair Cruz,
so moves. Hearing no objections, so ordered. I will pass to, should he take his seat,
Alderman Vasquez, the lead sponsor on this item, for his opening remarks. Yes, sir.
Thank you very much, Chairman.
That was knee-deep and dimmy conversations.
So I am appreciative of the fact that with your leadership and partnership, along with other members of the council, we've been able to actually get to the point of this conversation.
And so as I talk about it, I'd like to remind folks kind of the genesis of it.
So in 2022, as a result of a number of fatalities that had occurred in bike lanes because of blockage, we had lost Rafi Cardenas, a two-year-old.
uh lily shambrook a three-year-old uh in that time and it was located around the 40th ward so
we had neighbors who as anyone would uh were completely devastated to have to lose their
children um and it was as a result of somebody blocking the bike lane and uh in a number of
instances it was the parent on the bike with the kid behind them on the bike and because they were
moving to get out of the way of somebody obstructing the bike lane they were then hit by a car uh
driving pass or a truck. That led to a number of us taking on leadership, and I want to thank you
for your partnership in doing so, by pushing in December of 2022 to do a number of things. One was
to raise the fine for bike lane violations to the highest it could in the city at $250 for
infractions, and then also your proposal for self-reporting mechanisms so that neighbors
could report anyone blocking the bike lane.
As a result of us putting that level of pressure on
in the last term,
it moved Mayor Lori Lightfoot
to actually start the Smart Street program,
which is a program where cameras are affixed
to different vehicles at CDOT and now CTA as well
to capture anyone blocking bike lanes,
bus lanes, crosswalks,
things that are already the law.
It's actually just enforcing what's already on the books
and making sure we can capture it.
Because as we know,
We don't have the amount of people to go around catching every time somebody blocks a bike lane or a bus lane, and lives are very much at stake.
Now, because of that, in March of 2023, Lightfoot began the pilot.
of 2023, Lightfoot began the pilot. Now, that pilot's been over two years now, clearly. We have
seen some of the results of it, but it saddens me to say we've lost lives in that time. And
just in July of this year, we lost Riley O'Neill, a CDOT worker whose mission was to make things
safer for people riding their bikes. But I want to make clear, one, that work is necessary. The
fact that a city worker's life was lost, someone who was doing this day to day shows you just how
challenging it could be for somebody who's not doing it day to day. And it's something we need
to consider. It's also not just about cyclists. It is about seniors crossing the street. It is
about children. It is about parents. It is about our disabled neighbors, all trying to make sure
they can get to where they need to get to and who they need to get to safely. So after a number of
years and conversations during budget and looking to expand it, I appreciate your leadership that
last month we had a hearing on where the Smart Streets program was. And I thought the findings
were great. We saw not just that, you know, I know some people look at everything as a revenue
generator and there was revenue generated from the program, but more than that, it was the behaviors
that were changed. It was the fact that there's warning systems in place, that those who got
a ticket the first time weren't then getting a second one. They were changing the behavior.
And I think that it's clear to me that the opportunity to expand it citywide is an important
one, because although it is in some areas, downtown largely, there are different neighborhoods that
function differently. And being able to see how these programs can work in neighborhoods like
the 40th ward where we you know just this past term we've done the most amount of bike lanes
in the city of chicago where if you're on clark street or you're on lincoln avenue those are
different than downtown and so having to understand what those behaviors are being able to have
accountability in place makes sense and i think there are learnings there that can
accountability in place makes sense and I think there are learnings there that can teach us how
to better plant out where we have towing loading zones for example because we know that's going to
be a concern but we don't learn how to make this better unless we actually expand the program and
so I'm really fortunate that so many members of the council over 30 actually sign on to co-sponsor
and lead this with us I think it is not not only is it the time it has been the time and so I want
make sure that we're doing it in a way that is um thoughtful and mindful and so i want to thank
cdot department of finance all the different partners that have worked really hard to make
sure we do this right and looking at what this plan will be and i've seen some of the slides
before everyone else does um i'm appreciative of how it's looking as it moves forward as well and
so i would ask our colleagues to ask all the questions but that this is something we need
to save lives and i would ask for the favorable favorable consideration of this committee thank
you very much. I appreciate it so much. Now, just note to your comments that I—do you mind the
presentation, or did you want to speak at the outset? Okay, I only want to say this. Your
comments make me think about the number of people in this room who could have been Riley. Anyone who
experiences a blocked bike or bus lane could have been Riley. And I refuse to wake up to a headline
of one of our colleagues who experiences the same thing. I refuse that when I know that there's
policy solutions that we can put into place. With that said, I will again turn things over.
we have it says as well uh chuck billows for the deputy hey chuck uh chuck billows deputy director
at the department of finance to present on this ordinance um also with us today in the box we have
With us today in the box, we have Chief Procurement Officer Sharla Roberts, Elaine Herman, Managing
Deputy Director, and Kiran Koka, Deputy Director from the Department of Finance, Vig Krishnamurthy,
Managing Deputy Commissioner at the Chicago Department of Transportation, and Molly Poppy,
Chief Innovation Officer at the Chicago Transit Authority.
Chuck, take it away.
Thank you very much.
Good morning, Chairman Laspata and members of the committee.
My name is Chuck Billows, Deputy Director of History Operations with the Department
of Finance.
CDOT and DOF are here to discuss the ordinance as it relates to Smart Streets expanding citywide.
What is changing?
Program is made permanent.
Program expands citywide with a phased approach.
Summary report to Pedestrian and Safety Committee quarterly.
Technical Municipal Code clarifications, such as removing the installation warning requirement,
but preserves the first program warning.
clarifies the definition of stop to align with the state law clarifies allowing use of bus lanes and
bike lanes as i mentioned we're looking at expansion in phases the first phase will go to
as far north as foster as far west as california and south to pershing we estimate that should
take us about six months approximately. The second phase will also be in 2027. That will go as far
north as Devon, as far west as Pulaski, and as far south as 51st Street. We expect that to take an
additional six months, so that will be the total for 2027. The third phase, we plan to go citywide
at that point, and that will take us approximately a year into 2028. We have a breakdown of the reason
for the scaling so the first scale
So the first scale expansion will, like I mentioned, foster to California, purge into the lakefront.
It includes an additional 73.9 miles of bike lanes, an additional 20% more bike lanes.
For meters and roadway, it'll be an additional 1,001 meters, an 18%, that's an 18% increase.
So this is the breakdown per phase.
phase one january through june of 2027 will be approximately 1.9 million that will be updating
our current system that we're using so additional development hours of annotation of the vehicle of
the blocks adding an additional eight vehicles four with that includes enforcing all the cover
defenses which is crosswalk fire hydrant double parking the other four will include bike lanes
bus lanes bus stops double parking and street cleaning there will be an additional six reviewers
recommended for this process to review the violations once they are found and then also
include the additional cost for noticing and postage of those warnings or violations
phase two is similar without the additional we'll already have the six additional recommended
processors will be approximately 1.5 million so phase one and two in 2027 will be approximately
3.3.4 million phase three three as i mentioned will be 2028 that will uh be an approximate four
additional million that will be go citywide complete with additional six more vehicles
our assumptions for projections are the two-phase rollout in 2027
stepped up increased in smart streets vehicles from 8 to 20
in smart streets vehicles from 8 to 26 as long as the vendors meet the development timelines and
for the eligible violations time acquisition on the deployment of the additional vehicles we are
currently planning to utilize our existing parking enforcement staff as drivers so no
additional positions will be needed we have a projected increased number of violations the 207
thousand projected increase in gross revenue would be approximately 9.4 million with a net
increased revenue of 6.1 million for our reporting requirements written requirement to the pedestrian
safety committee on smart streets impacts will be as following bus service operations compliance
with the city's laws ticketing including impacts on different geographical areas number of citations
issued underlying cover defense collection rates by plate type and other relevant outcomes at that
point that concludes our presentation we will now have questions and we will open with ottoman
hopkins ottoman yeah thank you uh mr chairman uh in the uh the first paragraph where we talk about
the uh vehicles uh leased or otherwise it it also mentions city property in general
uh is that to suggest that we may be able to install permanent land-based cameras on city
property as part of this authorization or am i misinterpreting that uh that's correct we are
exploring that okay yeah i support that by the way i just you know i think it needs a little more
detail than just that one brief mention. Obviously, that would represent a significant
expansion, but it would also represent much greater flexibility, especially in terms of
much greater flexibility, especially in terms of targeted enforcement for specific smaller areas
where, you know, a vehicle driving by three times a day isn't going to cut it. And I can tell you
a handful in my ward that would meet that criteria. I would certainly want to consider
possibly another pilot program. Let's start out small, like we did here, with some permanent
locations scattered throughout the city to see how that works in in conjunction with this expansion
so has that been part of the discussion to date that has been part of the discussion we are
exploring that there is an option for cameras that can be fixed and then moved once the behavior
changes our focus right now is getting this rolled out but we are also looking into that
Okay. And how about additional modifications to the cameras as they are currently mounted on the vehicles? I've seen them in different locations, in the grill, the side, the front. Have we done some performance studies that show which cameras seem to work the best, under which conditions?
because clearly the placement of the camera on the vehicle, you know,
makes a big difference depending on what type of violations they're going after.
So could you describe a little bit more what the experience of the pilot program has been
with regard to camera placement locations on the vehicles?
Sure. So we have three different systems that we're testing in this pilot.
One is video evidence, one and the other two are camera,
and then there's actually one that is stationary that's located up by Wrigley Field.
for different violations there's different pros and cons and that's why we that's what we tested
during this we noticed that for meter violations not looking into the windshield and not looking
for a disabled placard was an issue and noticing so we're that's how we're addressing that the
gps location of the violation we're addressing that with other tech
violation we're addressing that with other technology that uses the block face to give us
an accurate address okay uh also the uh enabling discussion for this whole pilot program going back
a few years i remember it well it was uh emphasized over and over again this was about compliance not
about revenue um of course we need the money so it's kind of about revenue too and we can i think
we can admit that um but in terms of uh promoting compliance through the awareness of this program
i think we have a lot more work to do um i haven't seen any additional signage you know that that's
out there saying you know this this is uh now a high enforcement area where the vehicles are
driving by you know six times a day or ten times a day whatever it is uh you get a letter in the
mail fine you know for your first warning that i mean i'm sure we've sent out thousands if not
tens of thousands of letters um but i would really like to see a renewed emphasis on public
awareness uh being centered so people know that they're going to get a violation it their uh
their objectionable behavior you know whether it's blocking a bike lane or bus stop is going to cost
them. They can no longer play the odds the way they have been. In fact, there was a piece, I think,
in the reader just a couple of months ago where someone did the math, a frequent violator of
parking rules determined that it's cheaper for them to pay the occasional ticket, and they kept
track of this and created a spreadsheet for it and showed how to do it, than it is to pay the meters
and full compliance. So, okay, let's play that game ourselves. You know, two can play at that
game. Let's make it clear that these violations and this objectionable behavior that we're going
to try to change here is going to cost you. It's going to cost you. So don't do it. So stop blocking
blocking the bike lanes stop parking in bus stops that's really what we're going after here uh we
need to do a much better job of explaining that to residents and and once we do i think we'll see
uh compliance increase so is there any any effort at uh external signage right now uh you know
within c dutch c dot sign shop are we uh changing language changing sign designs coloration to
attract attention. Where are we at with that? So if I may speak to that first, actually, I know
from an infrastructure perspective, but much more from a public education perspective, I know J.C.
Decoe worked with the city on that in the past in terms of a lot of public signage you'd set up,
and inarguably, the program was better at compliance than it was at revenue. It's not in
this deck, it was in the deck last month, but 82% of folks who got a warning never got a first
ticket. 64% of folks who got a first ticket never got a second. I think that the number from the
deck last time was 89% who got a third ticket never got another ticket. Now, those numbers
differ, as you can imagine, from residential passenger vehicles, less likely to come into
more likely to come into compliance than a lot of the commercial vehicles that we'd see.
But really, truly, sir, the impact was what you would want it to be in terms of people
getting the message through a warning and that being more effective at behavior change than
citations. Yes, Alderman. Yeah, I think in addition to that, and definitely to your point,
the fact that it's phasing into larger parts of town it's going to be citywide so whether
the design or not but maybe i would imagine having some level of digital as well communication and
say hey we're going from these small areas to foster california purging lakefront
areas to foster California purging lakefront and now we're expanding further right in a way that
lets people know like any street that you're blocking it is going to be affected um but I
think I think my hope would be both of those things that the warning systems itself for the
folks who get it and then actually the larger city-wide communication of what's happening
helps to serve that purpose in a way that depending on the impact might be more cost
effective than trying to get signage everywhere but you know it's definitely something to consider
the multiple ways to communicate. All right. And my final point, Mr. Chairman, and I'm in full
support of this. I was in full support from day one on the pilot program, and I'm glad to see
we're expanding and appreciate you sharing that data that suggests it's working as intended.
That's good to hear. I would simply ask that my colleagues who are on board with this and
certainly the advocacy community that supports it with such passion because of the threat to life
and safe planes and i have one of the busiest ones in the city in my ward down well street
um but that's not the only risk to health and safety that is out there that is before this
committee um i'd like everyone to bring the same passion to protect people from being harmed in a
bike lane uh bring that to bear for the larger micro mobility debate we just had someone killed
on the lakefront trail not too long ago by a device that didn't belong there it wasn't a divvy
but nevertheless and i have people injured in my neighborhood on a constant basis pedestrians are
being struck by scooters on the sidewalk people are crossing the street and being struck by
micro mobility devices going the wrong way down a one-way street it is dangerous it is harmful
it is sending people to the emergency room and it needs to stop so please bring this same passion
that you bring to the debate over safe bike lane operation to the larger debate over safe
micromobility operation. And when we bring that matter back after its deferral, I would hope you
will all join me in trying to protect the pedestrians of Chicago from being hurt on
from being hurt on Michigan Avenue by someone slaloming down on a scooter doing 20 miles an
hour. Thank you. Sir, I can, I just want to say both on the last item and on this one,
the message received loud and clear. Can I check with non-members first? Okay. Any other
member questions on this item? Yes. Auderman Curtis. Well, I agree with this. I'm
definitely in support
only thing that
and is well needed
especially city wide
my only concern is
when we start doing this city
wide
I would love to work with
CDOT to
design my
bike lanes definitely
around my business
district
because I definitely
probably wouldn't stop at a lot of different
mom-and-pop shops
if I couldn't park directly in front of it or close to it.
So if we could be a part of the design
mechanism, it's great. But other than that, I think
this is a great
ordinance that we definitely should vote on.
And with that, I'm good.
Yeah.
Now, I'm going to bring one in real quick, too,
because I hate to brawl her all the way out
without getting a chance to hear from Molly Poppy from the CTA
about the incredible partnership that we've had from the CTA
and the implementation of this program
and what we're seeing in October and what we're seeing in the future.
Thank you.
You didn't bring me all the way out.
i'm happy to be here uh cta is a huge supporter of the automated bus lane enforcement program
i think just a couple of things to note we talk a lot about safety and that's
just a couple of things to note we talk a lot about safety and that's incredibly important to us
but i would also note that we are seeing uh improved bus speeds as well what we have identified
when we do see uh violations is a five percent reduction in bus speed so anytime someone is
parked in a bus lane or parked in a bus stop we see about a five percent reduction in bus speeds
so if we're able to address that we do anticipate we are going to see even more bus reliability and
improved bus speeds, especially with us recently approving more bus lanes in the downtown area
on Michigan Avenue. We do anticipate this will be a benefit. The other thing I would note, and this
goes to Alder Hopkins point, we also have seen a decline in bus stop violations. What we find is
when we are not able to correctly birth at a bus stop, people with mobility devices, elderly
children have a hard time boarding our buses. And so what we've seen over time through this program
has actually declined in bus stop violations, which is telling us that people are heeding the
warning of get out of our bus stops, and we are better able to birth. So happy to be here. We think
this is a great program and appreciate the partnership. And we do anticipate being able
to expand to about 52 buses in the next couple of weeks. So we will also be expanding as well
as part of this program. I appreciate that a lot. I'll add that your data is backed up by the
anecdotal evidence of my wife
who was frequently
taking the Chicago bus to
prenatal appointments over at Prentice
and she came back home and she was like
I just always assumed that the
Chicago bus was slow and I said
it used to be and here's what
we did policy wise to change that
yeah I really appreciate it
and how many buses are we looking at
to have cameras affixed?
It'll be 52. There we go
bravo bravo
non-member Vasquez, take it away. Thank you. Thank you so much. I have a couple of questions
kind of related to some background and questions that we get all the time. First, to our colleague,
to our colleague, Chairman Hopkins, we agree fully on the safety related to the other
micromobility devices. I think when we hear from our neighbors, it's like top three, top five
complaints we get, right? And whether it's the vehicles and the speed, it's also just blocking
the sidewalks and not allowing for accessibility for our disabled neighbors as well. And so I do
appreciate that there is a deferral to have those conversations and kind of strengthening what that
looks like so a hundred percent want to partner the exact same manner that we have for uh what
we're doing here now so thank you for that um okay i i've got a couple of questions and i guess i'll
go to cta first since it was perfect segue um as far as the increase on the vehicles i know you
guys can cap up to 100 and you're going up to 52 so kind of wondering what a process looks like of
increasing that uh what cost is associated and how that cost structure sharing might look between
the city and cta yeah so uh under our contract we can go up to 100 total buses so we're going up to
52 as part of this initial expansion uh we continue to have a really good partnership
with department of finance and c dot so as we continue to expand the park expand the zone
citywide we'll continue to have those discussions about expansion and what we're able uh what we're
able to support uh from a cost perspective cta as well as nita the regional transit body are
funding this program right now. It's about $2 million for install of the 52 cameras. And then
on a monthly basis, the O&M cost is about $1,800 a month per camera that we have. So that is
currently funded within our operating budget of CTA and NETA. Okay, so I guess this question would
be back to the city. So can you put the slide up about how many cars we're expanding? There you go.
there you go so from 8 to 26 i was curious it's a two things speed is obviously one right when
everything to slow down except for this kind of stuff um but uh what's the cost from going to an
8 to 26 i think we have that slide yeah about 3.4 million so phase one so i guess phase one and two
i'm sorry yeah the question i've got is it it seems and obviously there's particulars about
where the cameras are fixed and everything that you're getting more out of the deal with cta
taking on more vehicles at a lower cost and was wondering if there's a conversation to be had
about what that looks like. Could the city put maybe more towards what the buses are using in
a way that might help expand more quickly, I guess. So good morning, Alderman. So in addition
to the hardware costs and software costs, the city also has the noticing processing. So there
are staff personnel at Finance who review all the violations to make sure they will stand up
and administrative hearings as well as the mailing and noticing costs so um it it's the
full life cycle cost that you're seeing uh represented that supports the 52 cta and
existing city vehicles yeah if through the chair you could send like a breakdown of that because
i think i think in trying to figure out how we can best utilize the public dollar to expand things
and maybe um expedite some of the expansion i think it's a good conversation to have and i think
understand the particulars will help us, right? Because I mean, I totally get your point about
the other costs that are included in that, but it'd be good to know. And I guess, is there like
a bus liaison between CTA and the city? Because I know we have partnerships about what's happening
in the trains there, but is there like a person that could either be at CDOT that could be the
person to exchange, that kind of interface with CTA to make sure we're doing this in tandem well?
yeah alderman that largely rolls up through my team um whether it's infrastructure or program
one of the deputy commissioners within c dot um sean waddell works on this program wasn't able to
um sean waddell works on this program wasn't able to be here today oh sean does a ton yeah yeah yeah
so he would be a primary contact considerate uh for this program and then um um deputy commissioner
malaysomadi on infrastructure yeah like i think i think what i'm curious about and obviously as
we're heading into budget season is what it will look like to have one fte person just with that
focus because i think it would be something that in the pantheon of budget asks is a relatively
small one, but I think it could yield a lot of return by doing so. So I just want to kind of
notate that. I appreciate that. I know part of just to make mention as well as expansion is we
had talked to during the parking meter deal about those different locations being something where
cameras might be able to be placed and kind of what that partnership could look like. So I think
as some of that develops, we might find a way to just get both city coverage in the way that we
want to see it but that does bring me to my next uh question uh what happens to the data that
happened that we get from the cameras right we've got concerns about how people access
block cameras i think there was a story two days ago about cpd accesses block cameras and so i'm
really concerned that they have the same kind of access to what we've got going on and just was
curious about the data protection related to what's recorded on those cameras and how long they last
okay so for um the current cameras that we're going to be using they blocks out any so for
the notice you won't see a pedestrian walking down the street it blocks out all that any private
information so it's only for noticing of parking violations okay but that would be license plate
right even someone walking down the street it will block them out the current one doesn't do that but
we are as we're going forward the technology is obviously getting better we don't need to see
another vehicle coming you know sometimes you'll see two vehicles sure one notice so going forward
we think that with the the one company we could get rid of that may i rephrase your question sir
if i may ask i feel like what my colleague is driving at is is there any kind of data sharing
of data sharing or the path to data sharing with law enforcement agencies, municipal or otherwise,
with the camera networks that we're talking about? No. Okay. Yeah, that's exactly my point.
One could imagine if you're even getting license plate information, that it's a way to track,
potentially, that could interface with a different level of law enforcement that's
just concerning given the current moment. So I'm glad to hear that. I think the other thing
um i would just mention for colleagues if there's interest is we have conversations about springfield
all the time i think looking at the ability to increase the bike lane violations or figure out
a way to do that in a graduated system like just giving us more options would be a conversation i
have with the state as well so yeah i i like i said i think i am very pleased to see everything
that you all are presenting and how it's been growing i think there's so much potential for
a partnership between us and cta to help expand that in a way that helps all of us um and really
again, would ask our colleagues to vote yes on this. So with that, I'd like to move to Pat.
If I may.
Yeah, absolutely. You're the chair, sir, of course.
To you, sir. And here's my one question, and I feel like it dovetails on your question.
This would be a very challenging budget amendment to try to write. Can we ask assurances that the
numbers and allocations that we are seeing will be reflected in the first draft budget that comes
before city council?
That's what we are being told, yes.
That we'll be in there.
There we go.
Perfect.
Thank you.
Sir, if you care, yes.
Yeah, yeah.
No, wait, actually, no.
You didn't let me ask questions,
so I was going to, no, go ahead.
No, no, no, gentlemen.
No, no, go ahead, yeah, yeah.
Alderman Lawson.
Thank you, Chair,
and my colleague from the 40th Ward.
I think I saw a chart at some point
where we were looking at what point
this becomes neutral or revenue neutral
or revenue positive.
Am I making that up in my head, or is that something that we did have?
i saw that slide already is and will be right right and so what is the what is the net positive
then as we look at the total cost is 7.4 how much are we doing because we're done with warnings
right there we go we're still gonna keep we're gonna warn them so we're still gonna do the we're
not gonna do the installation warning we're gonna do the first offense warning as we expand we think
that that would continue to notify people it was so six million so this is a revenue generating
program. And it could go even higher once it's citywide. Absolutely. Thank you, Chair.
Alderman Irvin. Good work. Thank you.
Thank you, Mr. Chairman. Speaking of warnings on our camera system and devices,
isn't there a requirement that if we're doing automated enforcement that there are adequate
warning signs placed near or around such features? Good morning, Chairman Irvin. So the state law
requires a specific signage requirement for the red light and speed camera program signage.
This program is different in that we're enforcing the municipal code parking and standing type
violations uh and the state law does not require um sign notices and so as a practical matter as
we move city wide right the red light cameras and speed cameras they have a very discreet
you know little area that they enforce where we can in practical terms put up those signs
in advance um here we're you know we're enforcing an entire mile of bus lane or an entire three miles
a bus lane and so the um law advises that those markings themselves right the red paint we put
down the um bus only lane markings and the signage associated with them are sufficient warning that
you know in the vehicle code it says you're not supposed to drive in
You know, in the vehicle code, it says you're not supposed to drive and park in the bus lane.
So there are no specific signage requirements beyond those things that clarify.
So when these violations go to administrative hearings, they have been very particular.
And that's a lot of the work we've done together with finance and making sure the violations stand up.
You know, we're not just enforcing, hey, somebody parked in the bus lane.
How did they know?
The violation package very clearly has to show, you know, oh, look, here's the markings.
Here's the signage.
people were given notice through those pieces of infrastructure,
this is by no means a gotcha type of program.
However, for speed enforcement, such does exist.
That is correct.
For speed and red light camera programs,
in advance of those fixed cameras,
those warnings do exist per the state law.
The one challenge and concern that I have is that
we've got to do a better job of noticing around, especially bike lanes, in areas that
didn't ask for them. And while I understand our desire to garner revenue and increase,
but I think we also need to make sure that we're providing adequate signage around these
areas, especially if we're going to start doing automated enforcement related to those
violations.
And while it is prescribed in one section of the code via state statute, this has a
much broader implication than the speed statute and can weigh as heavy or heavier on communities
with folks with limited means.
So, are these tickets the same as the regular?
Is it different?
You know, I know you talked about the warning.
I know you talked about that, but we also...
I know you talked about that, but we also seemingly need more notice is my ultimate concern.
And if I may add to that, these are, just so we're all clear, these are not new categories of parking violations.
These are categories that a parking enforcement aide or a Chicago police officer today could issue a citation.
Is that accurate?
That's correct.
They're all existing violations.
Yes.
So it's speeding, right? But we have a notice and we have other things related to that. I'm just asking as far as the signage and notifications there too, like what's the game plan on that?
gentleman or do you alderman vasquez do you want to take that yeah yeah absolutely i i absolutely
appreciate the question and i appreciate um the answer related to like the difference between a
speed incident which is like a quick one at an intersection or likely as opposed to the signage
you've got everywhere but i do also want to recognize that where there are new bike lanes
being added there is signage that gets added letting people know the bike lane is here what
the rules are for a bike lane if there's a green way there's signage up as well so i think
one could imagine maybe adding a little piece of what's already the existing signage but then
have new signage every single time when you're talking about all the bike lanes in the city
we're talking citywide i think um it's not a it's not about a generating revenue but it sure would
lead to a much larger cost on the other and actually have to try to put that everywhere
but i think it's a it's a fair ask i also think that there's a number of different ways because
we hear from neighbors everywhere about increasing the way for folks to get around when they can't
afford a car, when they can't afford the insurance, when they can't afford gas, and to create the kind
of safe pathways for people to do so on bicycles, which are much lower cost for people who are
having a hard time, period. I think it's in the interest of the city and the public for us to
us to figure out how to balance those things out and so i do appreciate the thoughtfulness and do
want to think through other ways to communicate which is why i mentioned like city-wide letting
people know through ads and things on their phone or the shy 311 app as well other ways for people
to understand that whenever you're in a bike lane you could be violating the law by blocking it
and like the point is a fair one autumn and ervin from the perspective of like quality
infrastructure clearly communicates what is expected from those using it or adjacent to it
The fact that our bus stops should, and I believe consistently do, have signage indicating not to park in them.
I believe the signage is pretty consistent for the bus lanes as well.
But thinking about how we can more effectively create signage where bike lanes are concerned is a fair point, well taken.
You renew your motion, good sir.
Yes, I would love to renew my motion to pass.
May I make sure that I ask the question
appropriately? And may I then
have a motion to recommend approval
of Alderman Irvin? I'm sorry.
No, I was...
I think you're making a motion.
I don't think you can.
But there's a language I believe I must initiate.
Gotcha, gotcha. Thank you.
Correct.
Oh, well, there we go.
Yeah, that totally works. Non-member.
I'm good.
Good. Oh, he was a non-member. That was the only issue that I was raising to you that he's a non-member. That's all.
Folks, the genuine procedural love, I appreciate.
But that said, I now ask for a member of this committee to make a motion to recommend approval of this substitute ordinance SO2026-0028833.
So moved by Alderman Moore.
well coming out of the outfield alderman moore so moves all of those in favor of passing this item
in favor of passing this item say aye all those opposed all those opposed say nay in the opinion
of the chair the eyes have it and the do pass recommendation of this item will be reported at
the october 14th city council meeting finally up but well yeah non-members may head out at their
discretion of finally we have item two on page one order 2026-0028783 an order that directs
the commissioner of transportation to conduct a feasibility study for pedestrian focused
redesign of public ways immediately surrounded palmer square park this item is sponsored by
myself are there any questions seeing none can i have a motion to recommend approval of this
who's paying for it figure that out on the back end okay um can i can i have a motion to recommend
approval of this item order 2026 to 0028783 ottoman ervin so moves all those in favor of
passing this item say aye all of those thank you so much all of those both say nay in the opinion
of the chair the eyes have it and the do pass recommendation for this item will be reported
at the October 14th city council meeting
with there being no further business
before the committee can have a motion to adjourn.
Audemann Lawson, so moves.
All of those in favor signify by saying aye.
Aye.
Are adjourned.
Thank you.