A proposed City Council bill aimed at improving street safety in New York City could result in the removal of roughly 300,000 parking spots and cost taxpayers up to $3 billion, according to critics and city officials.
The legislation, known as the “Universal Daylighting” bill, was introduced by Councilwoman Julie Won (D-Queens) in December and is being championed by the Council’s Progressive Caucus. It would require the city to clear parking spots within 20 feet of all crosswalks — approximately 40,000 intersections — and replace them with safety infrastructure such as bike racks, bollards, and planters to improve visibility for drivers and pedestrians.
Supporters argue that the bill is a necessary step to prevent traffic-related injuries and deaths and to comply with a longstanding New York State law that prohibits parking near intersections — a rule NYC has historically been exempt from.
“This bill will make our streets exponentially safer for all: drivers, pedestrians, and cyclists,” said Won, whose district includes Long Island City, a neighborhood with persistent parking shortages.
However, the proposal is facing strong opposition — not only from conservative councilmembers but also from officials within Mayor Eric Adams’ own Department of Transportation (DOT), who warn of unintended consequences.
At an April hearing, DOT Deputy Commissioner Eric Beaton testified that increasing intersection visibility could actually result in more dangerous driving behavior, including faster speeds and sharper turns. He estimated the changes could lead to as many as 15,000 additional injuries per year if implemented citywide. The DOT also pegged the full cost of the required infrastructure at approximately $3 billion.
Despite the concerns, the bill has garnered support from 27 of the Council’s 51 members — enough to pass by simple majority. However, an additional seven votes would be needed to override a potential veto by Mayor Adams.
Some councilmembers argue that the policy is overly broad and could harm residents by reducing already scarce parking. Councilman Robert Holden (D-Queens) criticized the plan as ideologically driven, not data-driven. “Daylighting should be applied based on traffic and safety data at high-risk intersections — not imposed across the board by a progressive caucus that isn’t serious about governing,” he said.
Councilwoman Inna Vernikov (R-Brooklyn) echoed those concerns, calling the bill a “reckless, one-size-fits-all proposal” that could disproportionately impact seniors, families, and small business owners who depend on nearby parking.
Even some community activists expressed concern about the unintended consequences. Shannon Phipps, founder of the Berry Street Alliance in North Brooklyn, argued that the bill could encourage unsafe behavior by cyclists and reflects what she sees as a broader campaign to discourage car ownership in the city.
The bill mandates that the DOT install daylighting infrastructure at a minimum of 1,000 intersections annually, though it does not set a hard deadline for full implementation. The city has already applied similar changes at several hundred intersections in recent years as part of ongoing safety and traffic-calming initiatives.
As the end-of-year deadline for the Council vote approaches, the debate over the bill underscores the growing divide in how New York City should balance pedestrian safety, environmental goals, and the daily needs of drivers.
