►
Description
POLICY BRIEFING: Pedestrian Services and Safety
A
Recreation
and
transportation
today,
the
subject
of
the
hearing
is
a
working
session,
is
darkest
number
one.
Four
four
three
on
transportation
policy
briefing
series
related
to
feed
profit
and
transportation
falls.
This
matter
is
sponsored
by
councillors,
tell
Wu
and
was
referred
to
the
Committee
on
parks
and
recreation
and
transportation
on
November,
2nd
with
that.
Madam
president,.
B
Thank
You
mr.
chairman,
for
hosting
these
we're
really
excited.
This
is
our
second
in
a
series
of
five
partnering,
with
Professor,
first
of
Northeastern
University
and
many
of
the
advocacy
leaders
and
organizations
across
the
city,
so
we
are
really
excited
for
today's
topic
and
for
the
administration
for
all
of
their
leadership
and
their
collaboration
as
well.
Thank
you
thank.
A
C
You
counselor
I'm
Vanita
Gupta
and
the
Director
of
Planning
at
the
Boston
Transportation
Department
I'm
here
on
behalf
of
FIFA
Street
Press
Oxford
and
Commissioner
Dean
affion
Dhaka,
the
Transportation
Department
we'd
like
to
say
a
couple
of
things.
One
we'd
really
like
to
thank
the
City
Council
for
testing
this.
The
series
of
discussions
of
between
advocate
between
the
council
and
the
administration
and
the
timing
of
the
stuff
is
particularly
useful
for
us
on
two
fronts.
C
One
up,
as
you
know,
the
mayor
launched
the
vision,
zero
initiative
with
the
objective
of
eliminating
fatalities
and
reducing
injuries
on
our
street,
and
we
have
much
to
learn
from
the
discussion
that
will
be
held
in
these
chambers
on
that
front.
So,
as
you
know,
we
are
towards
the
ending
last
base.
I
would
say
of
the
citywide
transportation
plan
for
go
Boston,
2030
and
again.
C
The
conversation
that
we
are
having
today,
we
had
the
last
time
and
will
have
in
the
coming
months,
will
help
us
think
through
some
of
the
specific
projects
and
policies
that
are
coming
out
of
that
process.
So
with
that
I'd
like
to
thank
you,
I'd
particularly
like
to
thank
Professor
Peter
Firth
from
Northeastern
University
who's
kind
of
coming
to
each
of
these
stuff,
and
we've
had
the
great
privilege
of
working
in
partnership
with
Peter
on
a
number
of
projects
and
he's
coming
and
talking
with
a
staff
group
later
this
week.
Thanks.
A
D
Thank
you
and
I
wanted
to
thank
the
City
Council
for
putting
this
together.
Having
us
here,
we're
thrilled
that
active
transportation
and
transit
are
such
an
important
piece
of
what
you're
thinking
about
right
now.
We
obviously
think
it's
absolutely
critical
for
a
quality
of
life
in
Boston
for
all
Boston
residents.
Thank
you
for
all.
D
Coming
and
I
see
many
friends
and
allies
in
the
audience
when
we
work
with
Vinny
and
the
awesome
inspiration
department,
all
the
time
on
exactly
the
things
Vineet
mentioned,
vision,
zero,
go
Boston,
2030
and
lots
and
lots
of
other
things,
so
I'm
thrilled
to
be
here.
I
hope
those
of
you
at
home
can
follow
the
presentation.
What
I'm
going
to
do
is
something
that
we
call
at
walk:
Boston,
pedestrian
advocacy,
101
or
ped
101,
so
I'm
going
to
talk
about
the
basics
of
a
walkable
environment.
D
What
makes
a
city
work
for
people
on
foot
and
then
I'm
going
to
talk
really
briefly
about
some
of
the
work
that
we're
working,
we're
doing
with
people
across
the
city,
just
so
people
who
may
not
know
how
to
get
involved
in
talking
about
making
your
neighborhood
more
walker.
More
walker,
friendly
and
safer
for
people
of
all
ages
how
to
do
that
in
the
city.
D
So
what
is
walkability
and
and
what
we
think
about
is
that
it's
more
than
just
the
ability
to
walk
so
I'm,
going
to
talk
a
bit
about
what
the
definition
of
walkability
is
pieces
of
the
pedestrian
infrastructure
and
then,
like
I,
said
some
of
the
work
that's
going
on
in
the
city
of
Boston.
So
what
is
walkability?
Well,
it's
a
whole
collection
of
things.
First
of
all,
it's
connections
and
that's
something
that
we
think
about
a
lot
as
a
pedestrian
advocacy
organization.
D
We
don't
spend
a
lot
of
time
weighing
in
on
zoning
and
the
placement
of
different
uses
in
the
city,
but
that's,
of
course,
a
really
important
component
of
what
makes
a
community
walkable
having
different
kinds
of
destinations
within
walking
distance
of
each
other,
so
that
tech
to
the
second
piece
is
destinations.
One
of
the
things
that
we
are
working
on
across
Massachusetts
and
one
of
the
things
that
happen
over
the
last
75
to
100
years
in
the
United
States.
D
Is
we
had
a
lot
of
zoning
laws
that
suggested
that
different
kinds
of
land
uses,
rather
than
being
integrated
in
the
same
places
and
mixed
up
together
in
the
community,
to
be
segregated
that
all
of
the
housing
should
be
in
one
area
and
commercial
uses
should
be
another
and
places
where
people
work
should
be
in
another?
And
what
we
found,
of
course,
is
that
that's
not
actually
a
very
good
way
to
organize
communities.
D
What
it
means
is
that
people
live
at
great
distances
when,
where
they
work
and
where
they
go
to
school,
from
where
they
go
shopping,
and
that
requires
people
to
get
in
a
car
or
use
transit
and
go
long
distance.
So
one
of
the
things
that
we
think
about
is
how
to
make
sure
that
the
extent
we
can
we
weigh
in
about
a
mix
of
uses
and
having
different
kinds
of
destinations
close
together.
Another
piece
of
the
walking
puzzle
is
safety.
D
That's
a
big
one
and
I'm
going
to
talk
about
some
of
the
ways
to
make
great
streets
safer
and
then
finally,
comfort
making
sure
that
streets
are
comfortable
for
people,
and
that
can
mean
all
sorts
of
different
things
that
can
mean
shade.
In
the
summer
it
can
mean
benches
access
to
public
restrooms.
It
could
mean
making
sure
that
lights
signals
our
time
so
that
people
at
different
walking
speeds
can
get
across
the
street.
So.
D
One
of
the
things
that
wok
Boston
that
we
talk
about
is
we
hate
being
called
alternative
transportation,
because
walking
is
actually
the
most
basic
form
of
transportation.
It's
the
form
of
transportation
that
everybody
engages
in
and
that
all
people
should
be
able
to
do
in
their
communities
so
but
walk
it
allows
people
to
get
where
they
need
to
go,
and
everybody
is
a
pedestrian
at
some
point
during
the
day,
even
if
you're,
an
automobile
commuter
and
many
people,
are
you
still
walk
to
your
car,
you
get
out
of
your
car.
D
D
All
of
those
things
are
all
of
those
types
of
transportation
need
to
be
accommodated
by
the
street
system
and
they
need
to
be
accommodated
so
that
each
of
the
each
of
the
different
modes
of
transportation
work
well
together
and
are
safe
when
they're
next
to
each
other,
and
then
we
need
paths
and
crosswalks
where
there
they
can
serve
the
all
the
needs
of
the
public.
One
of
the
slides
I'm
going
to
show
much
toward
the
end
of
the
presentation
shows
actually
a
street
in
Boston,
which
is
missing
a
sidewalk.
D
We
don't
actually
have
a
lot
of
those
most
of
Boston's
streets
actually
have
sidewalks,
but
there
are
still
some
places
where
we
don't
have
sidewalks
and
where
lots
of
people
are
trying
to
walk.
So
it's
interesting,
even
in
a
city
like
Boston,
which
which
has
such
a
deep
and
rich
pedestrian
infrastructure.
We
need
to
think
about
things
like
that.
Then
variety
I,
just
I
mentioned
that
in
terms
of
land
uses,
but
we
think
of
the
variety
not
just
of
the
types
of
land-uses,
but
actually
this.
D
This
slide
has
pictures
mostly
of
relatively
older
sets
of
buildings,
but
we
want
variety
in
the
age
of
the
buildings.
We
look
at
the
age
of
buildings.
We
use
the
scale
all
of
those
things
go
into
making
an
interesting,
City
I,
don't
think
any
of
us
want
to
live
in
a
city
where
everything
is
two
storeys
tall
or
everything
is
50
stories
tall.
We
actually
like
having
a
variety
different
kinds
of
neighborhoods
different
mixes
of
the
things
we
see
at
the
ground
floor,
all
of
those
things,
and
that
is
a
piece
of
the
walking
environment.
D
That
they're
well
marked
that
they're
well
lit.
That's
one
of
the
things
that
we've
been
thinking
about
more
lately,
we're
working
with
a
lot
of
seniors
in
the
city
of
Boston
and
looking
specifically
at
how
well
crosswalks,
are
lit
in
different
places
around
the
city
and
it's
an
issue,
particularly
as
some
of
the
lighting
standards
and
some
of
the
lighting
infrastructure
changes
around
the
city
that
we're
thinking
about
more
and
more.
D
Some
of
these
things
seem
so
basic,
it's
almost
like.
Why
do
we
need
to
talk
about
them?
But
in
fact
we
do
need
to
talk
about
them,
and
some
of
them
are
things
that
have
been
set
aside
for
many
years
and
so
we're
coming
back
and
working
with
the
city
and
a
lot
of
places
to
make
sure
that
we're
thinking
about
them
again.
D
So
a
piece
of
the
pedestrian
environment
is
maintenance,
and
it's
one
that
we
find
to
be
really
really
important
for
making
sure
that
people
can
walk
so
year-round,
walking,
snow
removal,
it's
one
of
some
of
you
who
know
me
know
it's
one
of
my
favorite
topics.
It's
also
one
of
the
thorniest
issues
in
the
city,
because
it's
the
responsibility
of
so
many
different
parties.
D
This
is
something
where
private
land
owners
are
responsible
for
shoveling
sidewalks
in
front
of
their
properties,
where
the
city
is
responsible
for
plowing
streets
and
for
clearing
properties
that
are
owned
by
the
city,
and
it's
one
of
the
things
that
we
think
about
a
lot.
But
it's
a
very
important
component
of
not
only
accessibility
for
people
but
safety.
You
see
a
spike
in
hospital
admissions
around
Falls
in
the
wintertime
and
especially
when
you
talk
to
people
to
older
people
around
the
city.
It's
of
a
very
high
degree
of
concern
trash
collection.
D
A
number
of
years
ago,
when
we
worked
in
some
of
Boston's
neighborhoods
and
asked
people
did
really
a
survey
asking
people
what
were
some
of
the
biggest
disincentives
to
walking
in
the
community.
Assuming
that
there
were
sidewalks
in
most
of
the
places
that
we
were
talking
to
people,
there
were
the
biggest
disincentives.
D
They
talked
about
from
the
environmental
perspective,
which
was
actually
trash
that
when
there
was
trashed
they
felt
unsafe,
walking
around
and
reason
is
that
seeing
trash
that
hasn't
been
cleaned
up
sends
a
message
that
that
place
is
unloved
and
unwashed
and
uncared
for
and
that
messaging
is
very,
very
important
to
people
who
are
walking
so
trash
maintenance
of
vacant.
Lots
in
particular,
but
just
in
general,
making
sure
that
the
streets
and
sidewalks
are
clean
is
a
really
important
element
of
the
walking
environment
and
then
just
the
level
of
interest.
D
D
All
of
those
details
actually
make
a
difference
in
whether
people
will
walk
and
whether
they
feel
safe
and
then,
when
you
turn
to
making
places
attractive
there,
all
sorts
of
things
that
inexpensive
ways
to
make
streets
attractive
for
people
and
send
a
message
that
you
want
people
walking
around
and
whether
that's
banners
or
whether
it's
special
lighting.
All
of
those
things
really
send
an
invitation
to
people
to
walk,
and
it's
something
that
people
love
in
particular,
they
like
things,
people
like
things
that
change
so
that
it's
not
a
static
environment.
D
That
is
the
same
all
the
time
I
attended
recently
an
event
put
on
by
an
organization
called
light
Boston
which
thinks
about
both
a
utilitarian
lighting.
How
much
light
do
you
need
on
the
street,
but
also
how
to
use
lighting
as
a
way
to
create
delight
in
the
city,
whether
that's
lighting,
some
buildings
beautifully?
D
City
Hall
just
got
real
it
and
it's
something
that
people
really
notice
that
it
it
makes
the
building
look
special
and
look
attractive
at
night,
but
also
using
lighting
in
ways
to
to
send
a
message
that
there's
something
special
going
on
at
different
times
of
year.
Of
course
we
see
that
in
holiday
lights,
that's
the
traditional
way,
but
there
are
lots
of
other
things
that
can
be
done
to
make
a
pedestrian
environment
more
interesting.
D
So
walkability
has
lots
of
different
forms.
It
can
be
very
urban,
it
can
be
residential
neighborhoods,
it
can
be
downtown,
it
can
be
Main
streets.
All
of
those
things
can
be
really
terrific
walking
environments,
they
just
need
these
different
components
to
be
taken
care
of,
and
so
why
do
we
care
so
much
about
it?
Well,
these
are
sort
of
what
we
think
about
as
the
big
four.
Why
is
walking
so
important?
First
of
all
for
health,
we
now
we
know
very
well
that
human
beings
were
designed
to
move
and
walking.
D
Is
that
most
basic
form
of
movement
and
as
a
form
of
exercise,
it's
almost
as
good
as
very
high
intensity
aerobic
exercise.
It's
also
an
exercise
that
everybody
can
engage
in,
and
so
the
public
health
community
and
actually
one
of
the
presenters
today
Maura
is
going
to
talk
about
public
health
and
why
walking
is
so
important
to
that?
D
Transportation
costs
are
a
huge
piece,
the
second
most
expensive
element
of
for
us
households
of
the
household
expenses.
So
when
households
can
have
zero
cars
or
one
car,
it's
a
huge
savings
and
it
makes
for
a
much
more
affordable
living.
So
it's
a
very
important
element
of
why
walking
and
connections
to
transit
are
so
important
and,
finally,
a
sense
of
community
and
community
vitality.
D
People
who
live
in
walkable
communities
are
more
apt
to
know
their
neighbors
they're
more
apt
to
be
engaged
in
in
civic
life
than
people
who
live
in
places
that
are
that
are
concentrated
on
driving
and
that's
a
really
important
piece
of
what
we
think.
What
makes
Boston
such
a
wonderful
place
is
that
people
actually
see
each
other.
They
know
each
other,
they
walk
out
of
their
house
and
walk
down
the
street.
They
begin
to
know
their
neighbors
and
to
recognize.
D
What's
going
on
in
their
neighborhood
and
that's
a
really
important
piece
of
why
we
need
walkable
communities
so
now
I'm
going
to
get
a
little
bit
more
into
some
of
the
elements
of
design,
so
road
design,
obvious
effects,
walkability
and
as
this
slide
shows,
this
does
not
look
like
a
place
where
you'd
be
comfortable
crossing
the
street
and
in
particular,
if
you
were
a
senior
who
walked
fully
if
you
were
walking
across
the
street
with
a
child.
This
is
not
a
very
easy
place
to
cross
the
street.
D
It's
wide
open,
you
don't
feel
protected
from
cars.
It
feels
like
cars.
Would
speed
right
by
and
speed
is
a
really
really
critical
element
of
walking
safety.
So
a
pedestrian
who's
hit
by
a
vehicle
traveling
at
20
miles
per
hour,
is
about
their
chances
of
survival,
are
close
to
90%,
a
pedestrian
who
is
hit
by
a
car
moving
at
40
miles
per
hour.
D
The
chances
of
survival
are
about
10%
so
that
difference
bringing
speed
from
40
miles
an
hour
down
to
20
miles
per
hour
or
there
abouts
is
really
critically
important
to
making
a
safe
walking
environment
and
that's
a
very,
very
important
piece
of
the
work
that
we,
the
walk.
Boston
is
doing
with
the
city
on
vision,
zero
and
it's
something
we're
seeing
all
actually
around
the
world
city
planners
transportation
planners
are
thinking
very,
very
hard
about
travel
speed
because
that's
what
is
a
the
most
basic
element
of
a
walkable
of
a
safe
walking
environment?
D
So
then
we
think
about
how
do
we
slow
cars
down
and
there
there
are
a
number
of
different
elements
that
I'm
going
to
talk
about.
So
first,
its
narrowing
lane
widths
for
many
years
transportation
engineers
thought
we
needed
wide
lanes
to
make
it
safe
for
cars
to
drive,
and
what
we've
learned
is
that
making
lanes
narrow,
bringing
them
down
to
about
ten
feet
and
sometimes
even
less
than
10
feet
and
wit,
slows
vehicles
down
and
actually
makes
it
safer
both
for
vehicles
and
very
much
so
for
pedestrians.
D
So
so
that's
an
easy
fix
that
we
have
on
roads
and
in
new
roads.
We
need
to
be
really
careful
to
make
sure
that
we're
designing
them
with
narrow
lanes
and
simply
adding,
what's
called
a
fog
line,
which
is
the
yellow
line
that
you
see
on.
This
is
one
way
to
slow
cars,
just
painting
that
line
slows
cars
and
in
many
places
it
provides
an
opportunity
to
also
add
bike
lanes,
but
that
depends
on
the
width
of
the
roadway.
D
Next,
we
think
about
curved
extensions,
and
this
is
where
you
have
a
bump
out
at
the
corner
and
a
curve
extension
provides.
A
number
of
different
safety
features
for
pedestrians.
First,
it
shortens
the
crossing
distance,
so
the
distance
from
curb
to
curb
that
you're
crossing
is
smaller.
So
if
you
have
to
curb
extensions
that
are
each
7
feet
deep,
it
makes
the
crossing
distance
14
feet
less
on
a
road
and
that's
a
very
important
change.
It
makes
walkers
more
visible
when
they're
standing
on
a
bump
out
cars
that
are
coming
down
the
street.
D
If
there's
parked
cars
on
the
street,
you
can
actually
see
the
pedestrians
and
pedestrians
can
see
the
cars
in
places
with
with
large
numbers
of
pedestrians.
It
provides
a
place
for
pedestrians
to
wait
to
cross
the
street
and
also
actually
during
snowy
season,
if
you're,
not
in
the
path
of
travel,
it's
a
place
where
people
store
snow
and
it's
actually
quite
useful
for
that.
D
To
parallel
lines
has
been
have
painted
on
the
street,
have
been
the
standard
for
many
years,
Boston
happily,
and
many
other
communities
around
Massachusetts
are
now
using
zebra
striping
with
on
a
regular
basis.
It's
much
more
visible
cars,
see
it.
Pedestrians
see
it,
it's
a
much
better
way
to
mark
the
road
and
we
encourage
it
everywhere.
We
work.
What
thank
you.
D
One
of
our
favorite
tools
is
the
in
Street
pedestrian
sign
it's
very
inexpensive
and
very
effective
at
slowing
cars
down,
because
it's
actually
in
the
street
and
not
a
sign
on
the
side.
Drivers
see
it
and
it
also
narrows
the
travel
weight
because
it
sort
of
splits
up
the
foots
up
the
crossing.
This
is
one
of
the
first
things
that
we
recommend
to
communities
and
neighborhoods
when
they're
trying
to
slow
traffic
down
is
to
use
those
streets.
Those
sign
sorry
on
street
parking
is
a
friend
of
for
pedestrians.
D
The
cars
essentially
create
a
barrier
between
the
moving
vehicles
and
people
on
the
sidewalk.
It's
not
always
the
right
solution.
Sometimes
it
makes
it
difficult
to
provide
good
bike
facilities,
but
in
a
number
of
places
where
you
have,
especially
where
you
have
relatively
fast
moving
traffic
walking
on
a
sidewalk
that
doesn't
have
Park
fires
next
to
it
feels
very,
very
different
from
walking
on
a
sidewalk
that
has
Park
fires
on
it.
So
it's
something
again
depending
on
the
setting,
which
we
think
is
a
really
important
element
of
walkable
of
walkable
places.
D
So
thinking
about
going
further
than
just
the
most
basic
elements
for
safety,
there
are
a
number
of
different
elements
that
improve
walking,
comfort
and
walking
safety.
So
the
first
is
countdown
signals
that
tell
people
how
much
time
they
have
to
get
across
the
street.
Now
this
is
becoming
the
standard
in
the
United
States
for
many
many
years
it
wasn't,
it
reduces
the
evidence
is
that
it
reduces
crashes
by
about
fifty
percent,
because
people
really
know
how
much
time
they
have
to
get
across
the
street.
D
There's
some
different
ways
of
using
those
signals
and
there's
some
discussion.
I,
don't
know
Peter
you're
going
to
get
into
how
to
do
countdown
signals.
That
was
all
right.
That's
that's
another!
That's
a
pretty
esoteric
conversation,
but
anyway,
countdown
signals
are
really
really
important,
but
whenever
new
signals
are
installed
now
in
Boston
they
include
countdowns
passable
sidewalks.
D
This
is
one
that
you
would
think
we
would
hardly
need
to
talk
about,
but
we
do
not
having
sidewalks
that
are
obstructed
by
stuff
and
sometimes
that
stuff
is
sort
of
the
equipment
of
the
city
city,
all
sorts
of
hydrants
utility,
poles
of
a
variety
of
sort.
I.
Sometimes
ask
have
asked
contractors
who
I've
seen
redoing
a
street
where
they've
changed
the
edge
of
the
sidewalk
and
left
an
obstruction
in
the
street
wide
in
the
sidewalk.
D
Sorry,
why
that's
still
there
and
they
said
because
when
they
got
dug
down,
they
found
that
the
utilities
were
expensive
and
they
didn't
relocate
it.
And
so
the
question
is:
if
you
did
that
in
a
street
where
vehicles
are
supposed
to
travel,
you
would
be
fired.
This
wouldn't
be
an
acceptable
answer
to
just
say
we're
just
going
to
leave
it
in
the
middle
because
it
cost
some
money
to
move.
So
this
is
sort
of
a
really
important
detail
of
sidewalk
design
that
we
often
see
issues
with.
D
We
worked
a
number
of
years
ago
with
with
a
cafe
where
there
was
a
fire
hydrant
left
in
the
sidewalk
like
that,
and
we
asked
them
to
move
a
fence
for
their
outdoor
seating
area.
They
sort
of
said
why
and
we
said,
because
it's
a
tripping
hazard,
because
this
hydrant
is
nearby
and
they
said.
Oh
yes,
the
manager
said
I
had
to
call
an
ambulance
a
couple
weeks
ago
for
somebody
that
walked
right
into
the
hydrant.
D
If
you're,
if
you're
a
person
in
a
wheelchair-
and
you
come
to
those
bushes,
you
have
to
go
in
the
street,
you
cannot
stay
on
the
sidewalk.
So
this
it's
not
a
small
issue,
it's
a
real
issue
and
it's
something
that
is
neighborly
to
do,
and
cities
can
enforce
that
curb
cut,
and
maybe
those
of
you
at
home
can
actually
see
this
diagram.
Sorry,
no.
D
A
piece
of
that
is
to
keep
the
sidewalk
level
rather
than
have
pedestrians
go
up
and
down
and
cars
the
stay
level,
but
have
cars
go
up
and
over
the
sidewalk
again
this
has
become
much
more
standard.
Certainly
when
we
look
at
development
in
downtown
Boston,
the
sidewalks
are
being
kept
level,
but
we
still
have
to
make
that
argument
in
some
places
that
aren't
quite
as
dense
and
then
making
sure
that
curb
cuts
that
do
exist
have
very
tight,
turns
and
very
narrow
lanes.
D
So
people
can't
move
quickly
from
the
street
into
a
driveway,
so
sort
of
the
classic
place
where
this
is
done.
Poorly
is
a
gas
station.
Most
of
you
have,
most
of
us
have
walked
down
a
sidewalk
where
there's
a
gas
station
and
the
sidewalk
essentially
disappears,
and
the
cars
feel
like
they're
just
they're
just
pulling
across
the
space
where
pedestrians
are
walking.
There's
a
wide,
wide
sight,
there's
a
wide
curb
cut,
there's
a
wide
driveway
and
it's
a
very
unsafe
situation
for
pedestrians.
D
D
If
you
have,
if
you
think
about
a
highway
cloverleaf
or
you,
can
basically
get
off
the
highway
and
change
to
a
different
Road
at
35
or
40
miles
an
hour,
that's
sort
of
the
ultimate
wide
turning
radius
that
we
think
of
and
what
we
need
in
our
cities
and
towns
where
people
are
walking
is
the
tightest
possible
so
that
cars
have
to
slow
down
a
lot
when
they
turn
a
corner.
Again.
This
is
something
that's
important
everywhere
across
the
city.
D
We
want
to
make
sure
that
vehicles
are
behaving
as
if
there
are
people
walking
around,
because
there
are
separating
people
who
are
walking
down
the
street
from
vehicles.
I
mentioned
parked
cars.
Other
ways
to
do
that
is
with
planting
strips
with
trees,
basically
using
the
zone
along
the
edge
of
the
sidewalk,
put
the
kinds
of
vertical
elements
that
make
a
division
between
the
sidewalk
and
the
street,
not
blocking
views.
D
You
don't
want
to
have
a
wall
there,
but
what
you
want
is
some
things
so
that
the
cars
slow
down,
because
there's
there's
vertical
elements
as
they're
driving
and
so
that
people
have
some
protection
from
the
moving
cars
and,
finally,
just
thinking
about
what
we
call
generically
street
furniture.
That's
trees,
it's
benches,
it's
trash,
receptacles,
all
the
things
that
make
a
street
part
of
the
living
environment
for
human
beings.
We
need
all
those
things.
When
we
walk
down
the
street,
we
need
to
find
a
place
to
sit
down.
We
need
to
we
need
shade.
D
In
the
summer,
we
need
a
place
to
throw
trash
away.
All
of
those
pieces
go
into
a
walkable
environment
that
works
for
people,
no
matter
what
they're
doing
is
they're
going
down
the
street
and
then
finally,
last,
but
in
no
way
least
is
wayfinding,
showing
people
how
to
get
around
the
wayfinding
that
walked
off
some
things
about
is
directional
information
that
tells
people
how
long
it
takes
to
get
to
a
destination.
What
we
found
is
when
we
tell
people
it's
a
ten
minute,
walk
from
your
house
to
the
shopping
area.
D
People
are
surprised,
they
know
they
go
out
of
their
door,
they
get
in
the
car
and
they
drive,
and
they
really
have
no
idea
that
it's
actually
a
short
walk.
So
this
is
something
we've
worked
on.
We've
done
signs
around
Codman
square,
showing
walking
distances,
and
what
people
told
us
is
that
they're
surprised,
oh
I,
didn't
know
it
was
only
ten
minutes
to
get
to
the
tea
or
six
minutes
to
get
to
that
intersection
for
that
civic
spot.
So
we
think
it's
really
important.
It's
something
that
is
happening
in
this
country.
D
It's
happening
in
lots
of
different
places
around
the
world
that
people
are
realizing
that
people
really
just
don't
know
how
long
it
takes
to
walk
places,
and
it's
certainly
something
we
hear
about
in
Boston.
So
change
is
possible.
These
two
slides
vineeth
vision,
zero
inaction,
Codman
square.
We
know
we
can
make
things
safer.
This
is
one
of
the
places
where
the
city
has
been
working
where
walk
Boston
has
been
working
with
the
city
and
with
a
lot
of
community
organizations
in
Codman
Square.
D
We
were
first
approached
by
the
Codman
Academy,
where
a
student
was
hit
right
outside
the
door
of
the
school
and
the
students
reached
out
to
us
and
said:
can
you
help
us
make
our
neighborhood
safer
so
that
we
can
feel
comfortable
in
the
environment
around
the
school
and
we're
thrilled
that
the
city
was
responsive?
To
that
the
students
testified
to
city
councillors?
They
came
to
the
Boston
Transportation
Department.
They
testified
on
Beacon
Hill,
it's
pretty
exciting
and
now
there's
lots
of
things
going
on
there.
So
we're
really
thrilled
to
see
that
we
can.
D
We
can
make
improvements
and
I
just
want
to
touch
on
some
of
the
ways
that
we're
working
with
people
around
the
city
so
we're
doing
an
age-friendly
walking
project
with
working
with
the
elderly
Commission.
Here
in
the
city,
the
pilot
locations
are
Mattapan
square
I'm,
a
piece
of
East
Boston
and
a
piece
of
the
South
End
Mass
Ave
from
hunting
that
Huntington
Ave
over
to
the
Boston
Medical
Center.
D
So
we're
very
excited
about
that
and
we've
had
a
lot
of
seniors,
come
out
and
walk
audits
with
us
and
give
us
information
about,
what's
so
important
to
them
in
the
walking
environment
and
by
the
way,
my
mentioning
benches
and
trees
and
available
public
restrooms.
We
knew
that
before,
but
boy
do
we
hear
it
loud
and
clear
working
with
seniors
and
it
makes
the
walking
environment
better
for
everybody.
D
We
work
with
local
community
groups
here
we're
so
we
went
to
walk-up
brozzie
here
we're
having
a
meeting
in
a
home
in
Roslindale.
This
is
a
group
of
Boston
residents
who
got
together
and
said
we
need
to
make
make
it
safer
in
Roslindale,
and
so
we've
been
working
with
them.
I
know
I
mentioned
walking
in
a
place
in
Boston
with
no
sidewalk
Seifer
Street
in
South.
D
Boston
was
basically
built
as
a
truck
route
a
number
of
years
ago
and
in
the
meantime,
there's
been
a
whole
lot
of
housing
and
a
whole
lot
of
jobs
built
right
in
this
vicinity,
and
so
when
you
see
Cypress
Street,
there
are
no
sidewalks.
There
are
a
lot
of
trucks,
a
lot
of
vehicles
and
there
are
a
lot
of
people
walking
along
the
street
and
cutting
across
vacant
lot.
So
this
is
something
I
know
that
it's
not
that
the
city
is
not
thinking
about
it.
It
is
it's
complicated.
D
There
are
a
lot
of
different
agencies
involved,
but
there
are
places
in
Boston
where
we
still
need
to
build
sidewalks,
and
we
had
a
walk
there
recently
and
folks
city
employees
came,
people
came
from
some
of
the
businesses
in
South
Boston
and
then
a
bunch
of
interested
people
just
to
see
what
was
needed.
So
we
actually
one
of
the
places
we
looked.
Has
this
sort
of
what
somebody
said?
Why
did
they
make
the
sidewalk
rippled?
We
said
they
didn't
make
a
sidewalk
rippled.
D
D
We
work
with
lots
of
grassroots
organizations
who
are
interested
in
figuring
out
how
to
advocate
to
make
their
neighborhood
more
walkable.
This
is
a
walk
we
did
recently
with
Asian
women
for
health
in
Mission
Hill,
who
are
interested
in
how
can
they
make
their
community
safer
for
people
walking
and
finally
vision?
Zero?
It's
been
mentioned
a
few
times.
D
It's
a
what's
called
a
Rapid
Response
site
visit
where
we
go
out
with
the
city
and
look
at
locations
where
there
have
been
fatal
or
very
or
severe
crashes,
to
come
up
with
ways
that
the
city
can
quickly
make
some
safety
improvements,
and
so
I
just
wanted
to
end.
By
making
some
suggestions
asking
people
to
speak
up
about
walking
issues
at
community
meetings,
use
Boston,
3-1-1
and
report
things
that
you
see
that
need
to
be
fixed
to
the
city.
D
They
really
do
pay
attention
to
that
build
relationships
with
local
elected
officials
and
municipal
staff,
several
of
whom
have
spoken
here
today
contact
the
local
media
to
highlight
when
the
importance
of
safe
walking.
We
need
voices
saying
that
in
this
era,
when
traffic
fatalities
have
been
rising,
the
number
of
fatalities
of
pedestrians
have
been
rising.
We
think
in
large
measure,
because
of
distracted
driving
this,
it's
really
important
for
the
public
to
be
speaking
out
on
this
and
finally
join
with
others
in
your
neighborhood
to
start
a
pedestrian
committee
and
really
start
talking
about
it.
A
A
A
G
On
my
name
is
Maura
I'm,
the
health
equity
and
wellness
coordinator
for
Madison
Park,
Development
Corporation
in
Roxbury.
This
is
our
50th
year
in
Roxbury
we
were
Madison
Park
Development
Corporation
was
founded
as
a
community
organizing
initiative
to
really
address
some
of
the
built
environment
issues
that
were
happening
in
Roxbury,
as
well
as
some
of
the
housing
issues.
G
So
some
of
this
work
falls
right
in
line
with
a
lot
of
our
founding
principles
as
an
organization,
currently
some
of
the
work
that
I
do
on
a
regular
basis,
I
work
with
Walk
Boston
quite
frequently
around
our
mass
and
motion
work,
which
is
a
policy
systems
and
environmental
change
initiative
through
the
State
Department
of
Public
Health
to
improve
public
health
throughout
the
state
of
Massachusetts,
specifically
in
different
communities.
We're
really
lucky
that
the
neighborhood
of
Roxbury
has
this
opportunity
to
be
a
part
of
math
and
motion.
G
G
G
G
Currently
over
68
percent
of
American
adults
are
now
overweight
or
obese,
a
percentage
that
has
more
than
doubled
since
1960,
also
we're
seeing
really
high
rates
of
environmental
pollution
and
environmental
health
issues
throughout
our
country,
but
especially
in
cities
such
as
Boston
walking
increases
physical,
mental
and
social
health
for
individuals.
It
also
reduces
stress-
and
stress,
is
one
of
the
main
drivers
for
so
many
chronic
diseases
that
we're
seeing
today
walking
increases
economic,
health
and
communities
as
well
as
environmental
health.
G
The
number
of
children
who
are
physically
active
outside
is
84%
higher
when
school
yards
are
kept
open
for
public
play.
Far
too
often
many
school
yards
closed
after
hours,
and
so
kids,
our
kids,
lose
that
opportunity
to
play
in
those
areas,
and
so,
and
sometimes
public
parks
are
not
kept
up
as
well
and
for
kids
to
play
with
outside
of
school
hours.
G
However,
there's
a
large
equity
gap
for
those
who
live
in
lower-income
areas.
Those
who
live
in
lower-income
neighborhoods
are
50%
less
likely
to
have
a
recreational
facility
near
their
home
they're
also
far
more
likely
to
experience
pollution
and
environmental
health
issues
because
of
Transportation
and
because
of
higher
car
use,
based
on
a
lack
of
active
transportation
opportunities.
G
As
I
mentioned
earlier,
one
of
the
projects
that
I
work
on
at
Madison,
Park,
Development
Corporation,
is
mass
in
motion.
Mass
in
motion
is
a
statewide
movement
that
is
around
policy
systems
and
environmental
change.
To
really
promote
physical
activity
as
well
as
healthy
eating
throughout
the
state
of
Massachusetts.
G
So
what
can
we
do
so
here
in
this
room?
We
have
city
councillors,
city
staff,
as
well
as
public
members
of
our
community
city
councillors,
can
support
policy
measures
that
enhance
mixed-use
development,
Complete,
Streets
and
vision,
zero
priorities.
City
staff
can
work
closely
with
local
advocacy
organizations,
as
well
as
the
public
to
identify
key
areas
of
concern.
So
often
we
see
that
that
our
residents
know
exactly
what
they
need
and
what
they
want,
but
that
information
is
not
always
translated
well
to
the
decision-makers
who
are
for
deciding
what
what
changes
are
to
be
made.
G
Other
decision-makers
can
spend
time
walking
and
biking
around
Boston
to
better
understand
these
challenges
that
people
face,
who
choose
active
transportation.
I
think
this
is
one
of
the
most
important
things
personally,
because
for
for
people
who
are
making
these
decisions
it's
hard
for
you
to
make
a
decision.
If
you
don't
personally
understand
a
lot
of
what's
going
on.
G
So
if
you
are
making
a
decision
about
bikeability
in
Boston,
if
you
are
make
a
decision
about
walkability
in
Boston
or
specific
areas,
I
feel
like
you
yourself,
the
city
staff,
as
decision-makers
or
city
councillors,
should
be
out
there.
You
know
with
the
public,
walking
and
biking
and
really
be
able
to
see
for
yourself
what
what
challenges
are
present
residents
of
Boston
can
advocate
for
safer
streets,
neighborhood,
slow
streets.
They
can
attend
public
meetings
and
work
with
advocacy
organizations
such
as
Roxbury
and
motion.
G
G
A
A
E
Counselors,
thank
you
for
having
this
meeting
and
glad
to
see
some
of
the
city
staff
here.
I
want
to
bring
attention
to
how
traffic
signal
design
affects
pedestrian
safety
and
level
of
service
and
I
want
to
recommend
three
policies
that
the
city
should
consider
to
make
our
signals
work
better
for
the
public
in
many
respects.
Boston
signalized
intersections
follow
pedestrian
friendly
practices,
however,
in
projects
that
are
out
sourced
to
design
firms
and
subject
the
city
review.
E
The
recent
track
record
has
many
examples
of
giving
pedestrians
very
poor
service
and
safety,
putting
the
emphasis
instead
on
automobile
capacity
and
delay.
Here
are
some
examples:
one
Mass
Ave
in
the
South
End
of
Boston,
where
a
new
truck
new
signal
timing
plan
was
implemented
in
2012.
It
has
cycles
that
are
a
hundred
and
twenty
seconds
long.
That
means
a
maximum
possible
delay
to
pedestrians
of
a
hundred
and
ten
seconds
that
leads
pedestrians
to
cross
without
waiting
for
the
light,
and
it
promotes
speeding,
which
is,
of
course,
the
dangerous
combination.
E
Any
day
you
can
go
to
the
two
intersections
like
Mass
Ave
and
Columbus
Aventura
Mont
Street,
Harrison,
Ave,
Albany
Street.
You
can
see
pedestrians
who
are
frustrated
with
how
long
they
have
to
wait,
how
long,
after
way
to
start
crossing.
Sometimes
they
stop
in
the
middle
and
stand
on
the
yellow
line
as
fast
moving
cars
approach
and
speed
past
them.
It's
it's
it's
a
it's
a
terrible
situation.
E
Another
example
is
the
landmark
interchange
just
put
into
into
practice
this
year.
Sixteen
they're
pedestrians
have
a
multi-stage
crossing
with
a
maximum
delay
of
180
seconds
and
an
average
delay
of
120.
Second,
you
have
to
wait.
When
you
arrive,
you
have
to
wait
to
get
a
walk
signal
when
you
finally
get
one
and
that
could
be
up
to
60
seconds
when
you
finally
get
one.
E
You
walk
to
an
island
where
you
have
to
wait
for
60
seconds
until
you
get
a
walk
signal
to
take
you
to
the
next
island,
where
you
have
to
wait
for
30
seconds
until
you
get
a
walk
signal
to
finally
finish
your
crossing.
Nobody
is
willing
to
wait
that
long,
and
so
you
can
imagine
that
SP
ins
are
just
scampering
across
the
street,
whatever
they
think
they
see
a
gap.
This
on
a
road
where
cars
can
go.
Pretty
fast
and
then
a
third
example
are
right.
E
At
my
university
Huntington
Avenue,
it
was
last
redesigned
in
in
2000
and
there
they
put
in
signal
timings
that
expected
pedestrians
to
cross
from
the
sidewalk
to
the
median
weather
where
the
Green
Line
is
and
then
not
enough
time
to
get
to
the
other
side
of
streets.
Then
wait
there
in
the
median
until
the
next
signal
cycle
and
finish
their
crossing.
E
This
is
absurd
and
nobody
ever
obeyed
that
which
means
that
we
constantly
have
people
walking
across
the
street
while
traffic
is
coming
along
at
high
speed
with
a
green
light,
not
a
good
situation
as
a
traffic
engineer.
I
know
we're
terrible
designs
like
this
come
from
not
from
bad
engineers
but
from
the
rules
and
the
incentives
that
the
traffic
engineers
follow
and
from
the
software
they
use.
The
incentive
is
to
minimize
delay
for
cars,
but
delay
for
pedestrians
is
never
measured.
The
software
that
they
use
to
optimize
traffic
signals
is
all
based
on
car
delay.
E
It
doesn't
even
measure
pedestrian
delay.
That's
how
we
get
designs
that
have
30
seconds
average
delay
for
cars
and
120
seconds
average
delay
for
pedestrian
and
standard
traffic
engineering
rules
say
that
it's
okay
to
allow
pedestrians
only
enough
time
to
cross
to
a
median
and
wait
there
for
the
neck
cycle
for
the
for
the
next
stage
of
their
crossing
and
finally,
the
priority
that
we
communicate
to
those
doing
designs
for
us
is
to
make
green
waves
or
cars
which
make
Lewis
lead
along
cycles
that
are
dangerous
and
inconvenient
for
pedestrian.
E
My
research
has
uncovered
a
gap
in
traffic
engineering
practice
that
there
are
no
tools
for
estimating
pedestrian
delay
with
multistage
crossing
to
remedy
that
gap,
we
have
developed
a
tool.
The
traffic
engineers
can
use
that's
freely
available
on
my
website
and
so
I
recommend
that
the
city
consider
policies
in
the
following
following
three
areas:
one
simply
requiring
that
any
report.
Any
study
that
reports
vehicle
delay
must
also
report.
Pedestrian
delay
just
require
it.
If
you
measure,
if
you
calculate,
if
you
estimate
vehicle
delay,
do
it
for
pedestrians
away.
E
So
at
least
we
can
see
what's
going
on
second,
an
incentive
for
short
cycles.
The
city
should
consider
a
policy
indicating
a
clear
preference
for
cycle
length
of
no
more
than
70
seconds
or
so
and
not
allowing
cycles
longer
than
a
certain
amount.
I
would
say
90
seconds,
without
approval
by
the
chief
of
streets,
with
the
understanding
that
such
approval
would
only
be
given
where
there's
a
strong
public
interest
serve
by
a
longer
cycle,
not,
for
example,
just
to
reduce
the
delay
but
for
five
seconds
by
cards.
E
But
perhaps
yes,
if
at
an
intersection
like
Mass
Ave,
ammonia
caste,
if
shortening
the
cycle
to
90
seconds
would
mean
a
capacity
reduction
of
20%.
For
something
big
like
that,
and
then
a
third
policy,
not
allowing
pedestrian
timings
that
require
multi
stage
crossing
with
again,
not
without
approval
from
the
chief
of
street,
with
the
understanding
that
such
approval
would
only
be
given.
If
the
timing
plan
can
be
shown
to
offer
good
service
to
pedestrians
by
providing
them
a
green
wave
or
if
some
other
strong
and
countervailing
public
interest
is
served.
A
A
D
All
the
time,
but
if
you
calculate
that
against
the
loss
of
life,
I
think
one
of
the
issues,
of
course,
is
that
at
night
and
when
they're
low
volumes
of
pedestrians,
that
visibility
is
even
more
important.
So
sometimes,
if
you
look
around
downtown-
and
you
might
think
you
know,
people
know
that
pedestrians
are
here,
I,
think
it
it's
the
situations
when
there
aren't
so
many
people
out
on
the
street,
where
that
visibility
of
those
markings
is
so
so
important.
D
I
didn't
take
it
that
you
didn't
like
them,
but
just
that
but
I
think
it's
you
know
we
think
about
when
we
think
about
public
safety.
You
know
pedestrians.
There
have
been
I'm
going
to
get
this
wrong,
probably
but
I
think
there
have
been
14
pedestrians
killed
by
in
traffic
crashes
this
year
in
the
city
of
Boston.
That's
a
lot
of
loss
of
life
so
when
we
think
about
the
investment
in
the
system
to
make
it
safer
for
pedestrians,
it's
really
to
the
big
public
health
issue
and
there
have
been
hundreds
of
pedestrians
injured.
E
I'll
just
echo
that
those
the
zebra
crossings
in
the
trade,
those
are
called
high
visibility,
crosswalk
markings.
Why
would
you
ever
want
a
low
visibility,
crosswalk
marking
another
important
thing
about
markings
like
that
is?
Do
we
want
to
say
that
pedestrians?
We
are
now
guiding
you
through
the
AutoZone,
which
is
what
the
two
lines
do
or
do
we
want
to
say
to
drivers?
Drivers
be
careful.
You
are
now
crossing
a
pedestrian
zone.
That's
what
the
zebra
crossings
do.
E
D
Will
say
one
thing
that
we
would
be
fine
with
eliminating
is
special
pavers.
We
don't
actually
like
specially
paved
crosswalks
because
they
tend
to
heave
and
they
tend
they
wear
out
fast,
and
so
the
city
over
a
number
of
years
invested
in
quite
a
number
of
those,
so
we'd
be
happy
to
have
asphalt
with
with
zebra
markings
and
not
special,
paving
so
I,
don't
know.
If
that's
a
trade
off
it
is
helpful,
but
I
love.
E
D
I
know
that
one
of
the
things
that
that
and
I
can't
tell
you
the
difference
in
cost,
but
if
you
do,
if
you
do
diagonal,
zebras
they're
going
to
wear
out
faster
than
if
you
do
so
perpendicular
zebras
in
the
line
with
with
the
movement
of
traffic
and
and
if
you
have
good
crosswalk
painting,
the
painters
will
put
the
paint
to
the
extent
possible
with
it.
The
tires
are
not
and
that
actually
extends
a
lot
of
the
stripe
crossing.
Pretty
significantly
I,
don't
know
they're
a
little.
A
D
E
D
That's
a
Barnes
dance,
that's
a
special
when,
when
you
stopped
all
the
traffic
and
they
put
the
pedestrians
going
all
different
in
all
the
directions,
that's
a
different
thing.
This
is
just
we're
literally
talking
about
the
stripes
on
the
pavement,
and
you
know:
I
I,
don't
actually
know
whether
zebra
tilted
or
great
are
called
different.
I
should
know
that.
E
As
it
as
a
driver
comes
along,
if
what,
if
what's
ahead
of
me,
is
just
a
one
foot
wide
stripe,
you
can't
even
see
it
until
you're
almost
on
tile.
But
where
is
a
ten
foot
long
line
aligned
with
the
direction
a
driver
is
going?
They
can
see
that
a
long
distance
off
and
know
that
they
are
to
cross
behind.
Oh.
H
Thank
you,
mr.
chairman
and
he'll
surprise,
no
whoo
for
conveniently
series
of
policy
briefings
to
really
get
a
transit,
public,
public
health
and
quality
of
life
issues.
Specifically
with
this
discussion
around
walkability
I'm.
Sorry
that
I
was
a
bit
tardy
but
I
enjoyed
what
part
of
your
presentations
I
could
hear.
First,
I
want
to
do
a
big
shout
out
to
walk
Boston
Roxbury
in
motion
in
my
own,
a
partial,
a
shout
out
to
girltrek,
which
I'm
a
local
ambassador
in
national
movement.
H
I
get
1
million
black
women
walking
by
2018,
but
I
wanted
to
ask
about
one
of
the
things
that
I
love
most
about
walking
is
the
connectivity
and
the
fostering
of
community,
and
not
only
within
the
community,
that
you
know
you
call
your
host
community
or
your
home
community,
but
the
opportunity
to
make
those
connections
and
to
go
on
to
other
other
neighborhoods,
and
we
talked
about
some
of
the
barriers
to
that
relative
to
know
Public,
Safety
or
lighting
or
and
the
light.
But
one
thing
that
I
hadn't
heard
I
may
have
dismissed.
H
D
So
all
of
the
built
environment
changes
that
that
the
city
is
making
are
designed
to
be
accessible
for
people
with
disabilities
or
not
and
I.
Think
the
city
has
a
pretty
organized
plan
of
looking
through
across
the
city
and
making
the
changes
that
need
to
be
made
in
terms
of
curb
ramps
and
accessibility.
D
That's
the
retrofit
of
the
public
space,
the
intersection.
The
interface
between
the
public
and
private
space
is
more
complicated
because
we
have
an
old
built
environment
here
and
there
are
a
lot
of
buildings
which
were
designed
in
days
before
before.
We
were
thinking
about
accessibility
and
I.
Think
that
that's
that's
a
more
difficult
piece
of
it.
D
Certainly
the
work
that
we're
doing
about
Age
Friendly
walking
we're
thinking
very
much
about
the
accessibility,
some
of
the
details
really
drilling
down
into
the
specific
ways
that
we
handle
how
buses
pull
up
to
the
sidewalk,
the
relationship
between
some
of
the
new,
safer
bike
infrastructure
and
bus
operations.
Some
of
those
things
were
I
would
say
we
in
the
advocacy
community
and
the
city
are
still
working
out.
Okay,.
I
D
To
know
is
that
the
MBTA
has
a
really
extensive
program
going
on
of
accessibility
and
called
the
Patti
PA
TI
program
and
I
can't
tell
you
what
the
acronym
stands
for
at
this
moment.
But
one
of
the
things
we
have
been
urging
the
MBTA
to
do
is
to
make
to
use
that
money
in
a
way
that
makes
the
most
difference
for
the
most
number
of
people
so
to
invest
specifically
in
bus,
accessibility
and
path
of
travel
to
Boston
and
accessible
bus
stops
and
think
about
doing
that
before
making
some
of
the
much
more
expensive
changes.
D
H
Thank
you
for
that
clarified.
What
fun
to
me
to
ask
that
question
and
I
know
it's
a
priority
of
all
my
colleagues
and
councilor,
who
has
done
great
work
on
this
specifically,
but
when
the
point
was
made
about
how
long
the
signal
at
the
timer
I
was
immediately.
You
know,
in
my
ear
hearing
all
the
seniors
and
people
of
different
abilities
who
feel
that
it's
not
long
enough
and
so
again
sort
of
you
know
how
our
approaches
and
our
fixes
ones
that
you
know
support
the
most
number
of
people.
So
right.
H
My
mother,
you
know,
comment
a
question
as
it
were
one
of
the
four
hearings
that
I
did
in
the
wake
and
what
seemed
an
uptick
and
bicycle
and
motor
vehicle
collisions.
What
we
learned
from
that
community
is
that
you
know
they
know
where
that
the
hotspots,
the
vulnerable
intersections,
are
if
you
will-
and
it
was
really
helpful
to
get
that
real-time
input
from
them.
H
So
as
a
council
from
a
from
a
fiscal
standpoint
that
could
then
inform
our
lobbying
for
where
investments
needed
to
be
made
for
the
14
Fidesz
Koreans
that
have
been
killed
this
year.
Do
we
have
similar
input
from
them
of
intersections
I?
Don't
know
if
there's
a
pattern,
you
know.
Was
it
a
certain
walk
signal,
intersection
neighborhood
that
kind
of
thing
well.
D
Certainly,
it's
something
that
I
don't
know
if
the
need
actually
wants
to
address
it,
but
the
city
is
certainly
thinking
about
that
and
looking
at
it.
So
the
we
know
that
there
are
certain
corridors,
travel
corridors
in
the
city
which
are
high
crash
locations
and
they
tend
to
be
the
relatively
the
high-volume
arterial
routes.
Mass
Ave,
in
particular
from
the
river
from
from
the
river
to
Boston,
Medical
Center
Melanie
Casas
really
was
a
very
high
concentration
of
crashes.
Ok,.
H
D
The
city,
but
in
general
it's
the
relatively
higher
speed
arterioles
that
have
there
more
people
there
more
cars
there,
more
bicycles,
I
mean
there
places
where
we
have
a
concentration
of
travel,
and
we
also
see
a
concentration
of
crashes.
I
was
actually
at
a
meeting
yesterday
with
some
people
from
the
state.
Who've
done
an
analysis
of
basically
crash
patterns
throughout
the
state,
looking
at
sort
of
the
geography
of
pedestrian
and
bicycle
crashes
and
what
they
noted,
not
surprisingly,
because
those
are
the
places
where
the
people
are.
Is
that?
D
Actually,
if
you
look
at
where
bus
routes
are
whether
it's
in
the
city
of
Austin
or
anywhere
in
the
state
that
those
are
actually
the
high
crash
locations
and
so
we're
the
state
is
talking
about
how
to
concentrate
resources
in
the
places
that
have
bus
routes,
because
those
are
the
places
where
there's
their
high
crash
locations
for
pedestrians
and
bicycles.
So
at
all,
it
actually
makes
sense,
because
that's
where
the
people
are
but
I
think
we
see
the
same
thing
in
Boston,
banette
I,
don't
know.
If
you
want
to
add
detail,
that's.
H
Helpful,
that's
what
I
was
saying:
I
just
wanted
to
make
sure
that
we
are,
you
know
in
real
time
gathering
and
paying
attention
to
those
trends
and
those
repeated
sort
of
vulnerabilities
right
and
then
my
final
question
of
picking
up
on
my
point
earlier
around
I
love
the
connectivity
in
the
community.
You
know
fostering
aspect
of
this.
E
E
E
Right
yeah,
one
of
the
the
big
obstacles
to
that
is
the
police
has
certain
standard
procedures
that
they
follow
for
road
closures
that
are
based
on.
You
know
really
intense
events,
block
parties
and
whatnot,
and
so
they
think
you
know
if
you
calculate
that
for
the
distance
here
well,
you'd
have
to
have
a
couple
of
thousand
police
and
a
couple
hundred
ambulances
standing
by
and
so
on,
and
so
the
cost
goes
through
the
roof
it
becomes
impossible.
So
we
need
changes
in
the
procedures
that
that
that
are
meant
for
something
like
a
circle.
D
D
A
day
and
Brussels
does
this
every
year
and
the
city
goes,
wild
I
mean
the
whole.
The
whole
city
becomes
basically
pedestrian
and
bike
friendly,
except
for
the
limited
access
routes.
I,
don't
I,
don't
know
the
how
they
do
it.
I,
don't
know
the
procedures,
but
I
do
know
people
that
have
been
there
on
those
days
and
they
just
say
it's
just
magic
and
once
the
city
does
it
once
basically,
the
residents
say
demand
that
it
happen
again.
D
H
You
know
we
don't
were
not
easily
intimidated.
Okay,
so
you
know
we
receive
that
recommendation
and
I'm.
Sorry,
I
figure,
eight,
your
indulgence
with
the
chairs
one
final
question:
when
tourists
come
here,
if
they
are
avid
runners
or
cyclists,
they
are
able
to
connect
to
their
apps
and
different
things
they
can
download
to
find
out.
H
You
know,
what's
the
closest
route
to
me
in
the
best
way,
one
of
the
things
that
I
don't
see
enough
of
and
I
wonder
if
there's
an
again
an
interest
in
this
is
the
signage
and
the
wayfinding
that
will
tell
you
how
far
you've
walked,
because
the
rare
instances
I've
seen
that
it
is
an
incentive
to
me,
certainly
to
keep
going
when
I
know
that
once
I
hit
here,
I've
done
one
mile
or
three
miles
and
the
like
I
have
no
idea.
Who
can
what
goes
into
that?
D
I
think
there
are
a
couple
things.
One
is
that
we
agree.
The
city
could
use
much
better
pedestrian,
wayfinding,
broadly
actually
wayfinding
for
everybody.
Cars
do
I,
think
it's
I
think
it's
complicated.
Our
street
signs
are,
if
you
look
at
the
larger
illuminated
street
signs
that
were
put
in
place
in
a
few
places
downtown
as
somebody
who's
getting
older,
I
look
at
them
and
I
go
wow.
I
can
read
those
signs
as
I'm
coming
down
the
street,
which
is
not
true
for
most
street
signs
of
any
sort,
but
I
think
the
city.
D
It's
something
that
cities
around
the
world
are
doing
more
and
more
of
many
of
them
start
in
sort
of
the
tourist
areas,
because
I
that's
where
people
are
really
lost
a
lot,
I
think
and
all
the
way
finding
that
we
do
talks
about
destinations
in
terms
of
time
as
opposed
to
distance,
because
what
we're
trying
to
do
is
encourage
people
to
understand
that
it's
only
five
minutes.
There's
certainly
a
lot
of
places
around
the
country
and
a
number
of
cities
and
Massachusetts
have
put
in
some
trails
that
talked.
H
A
I
I
I
D
Think
I
mean
you've
raised
a
great
question:
it's
one
that
comes
up
actually
with
the
city
around
vision,
zero,
a
lot,
the
rapid
response
site
visits,
for
example,
that
we
do
with
the
city
at
least
started
out
really
being
on
city
controlled
streets,
not
necessarily
state
or
especially
DC,
our
controlled
roads
and
and
we've
sort
of
been
pushing
hard
that
it
should
be
all
of
the
above,
especially
because
people
who
live
in
the
city.
Don't
think,
oh,
that
that
was
the
DCR
road,
but
that's
not
the
city
I
mean
it.
D
These
things
all
there
of
a
piece
for
the
public.
It
is
complicated.
I
mean
there
have
been
there's
been
a
lot
of
outreach
between
the
active
transportation,
advocacy
world
and
DCR
to
try
and
get
DC
are
better
on
the
page,
they're,
incredible
least
rap
or
resources.
So
it's
difficult
to
get
them
to
make
primers
I
mean,
as
you
Sara.
As
you
know,
oh
yeah.
D
A
E
D
Guys
and
Sarah
I
think
you
know
when
you
asked
about
getting
a
sidewalk,
and
you
heard
about
talking
to
City
Council
I
mean,
as
you
know,
you've
been
talking
even
going
through
the
legislators
to
talk
to
about
DCR,
because
I
mean
that's
more
in
their
bailiwick,
but
I
think
gotta
keep
doing
that.
Yeah
thanks.
Thank.
F
J
Am
hi,
my
name
is
mark
Tedrow
I'm
at
169,
Sycamore,
Street
and
rosanell
question
for
Peter.
You
talked
about
the
pedestrian
level
of
service
and
ask
that
it
be
included
in
all
roadway
design
calculations.
Could
you
talk
to
us
about
the
variables
in
the
level
of
service
and
how
it
cut
and
how
it
works
for
people
who
want
to
you
know
be
able
to
geeky
on
this.
E
Well,
it
actually
it's
simpler
than
than
what
it
might
be
mark
back
in
2000.
The
level
of
service
for
pedestrians
at
crosswalks
was
simply
based
on
pedestrian
delay.
Then
the
2010
manual
came
out
with
a
much
more
complicated
method
that
involves
a
whole
lot
of
other
variables
and
it
has
proven
overly
cumbersome,
useless
forget
about
it.
So
just
go
back
to
simply
pedestrian
delay.
The
pedestrians
have
to
wait
a
long
time
or
a
short
time
there.
There
are
other
aspects
that
deserve
attention.
E
You
know,
is
there
enough
queuing
space
as
the
crosswalk
wide
enough,
but
that
only
matters
at
a
few
crosswalks
with
tons
of
people
like
right
by
South,
Station
I'm,
just
saying
measure
what?
What's
the
delay?
You're
you're,
making
a
traffic
signal
timing
plan
you're
trying
to
get
the
delay
down
for
cars
to
get
level
service?
Do?
E
H
F
A
How's,
the
buzz
Lee
well
I'm,
just
hoping
enough
that
now
that
the
administration,
as
you
seen,
increase
some
of
the
brothels,
the
meter,
feed
and
I'm,
hoping
that
it
will
generate
more
money
for
the
transportation
department.
So
we
get
the
tools
necessary
to
help
with
some
of
the
pedestrian
issues
that
you
brought
up
today,
because
they're
all
valid
so
on.
Thank
you
all
for
joining
us
and
we
will
notify
you
again.
We
have
our
next
working
session.
This
meeting
is
it.