Council hearing advances debate over lamppost EV chargers as DOT flags engineering, utility constraints

Majority Leader Amanda Farrias urged the City Council’s Committee on Transportation and Infrastructure to advance Intro 169, a bill that would direct the New York City Department of Transportation to annually evaluate and, where feasible, install electric vehicle (EV) charging equipment on lampposts.

The bill would “direct the Department of Transportation to annually evaluate and install electric vehicle charging infrastructure equipment in our city's lampposts where feasible,” Majority Leader Amanda Farrias told the committee during opening remarks. Farrias said lamppost charging could lower costs and expand access for New Yorkers without private parking.

DOT witnesses said the agency supports the intent of increasing curbside charging but cautioned that streetlight-mounted chargers present distinct engineering and utility challenges compared with freestanding curbside units. “Streetlight mounted chargers do present certain engineering and utility related challenges as compared to freestanding units,” First Deputy Commissioner Margaret Forgione said, noting structural limitations of some poles and the need for separate metered service from Con Edison for charging beyond the existing streetlight tariff.

DOT described existing and planned curbside work as the agency’s near-term strategy: a 2021 Con Edison pilot deployed 100 curbside level‑2 chargers at 35 locations with an average utilization of about 70 percent, the agency said, and DOT plans to expand curbside charging to over 600 plugs using federal competitive funds. DOT officials told the committee they have tested multiple charger designs — including a streetlight‑mounted unit — and continue to monitor technology and utility coordination as they plan expansion.

A witness for Volt Post, an EV charging company that retrofits lampposts, spoke in support of Intro 169. “By retrofitting existing poles, VoltPost eliminates the need for extensive trenching, new utility service upgrades, or costly site reconstruction,” Aditi Desai said, describing the company’s experience deploying lamppost chargers in other U.S. cities and noting a NYSERDA grant supporting work in New York State.

Council members pressed DOT on technical constraints, grid capacity, and funding. DOT said some streetlight poles would require structural work — including new foundations or pole replacements — and that powering chargers would often require separate metered service from Con Edison rather than drawing on streetlight service tariffs. DOT also said it has been awarded $13,000,000 in a competitive federal grant (CFI) to expand curbside chargers but had not yet finalized the grant agreement at the time of the hearing.

Public testimony included support from Volt Post and other advocates who said lamppost chargers can accelerate EV adoption for renters and working‑class New Yorkers who lack private off‑street parking. Opponents were not identified in testimony during the hearing.

The testimony left several practical questions unresolved: how many lamppost sites would be feasible after required structural and utility work, what program governance or permitting changes would be needed, and whether federal and private funding will be sufficient to scale lamppost deployments. DOT said it will continue discussions with Council staff, Con Edison, and vendors to refine technical and procurement approaches.

Because Intro 169 is at the hearing stage, no formal committee vote or binding decision occurred.

Ending — Next steps: Council members asked DOT to return with more detail on grant finalization, anticipated timelines for the 600‑plug curbside expansion, and technical pathways to deploy lamppost chargers where feasible. DOT said it is available to continue negotiating technical requirements with the Council and stakeholders while advancing other curbside charging work.