►
Description
Docket #0143 - Hearing to discuss the possibility of creating a traffic enforcement unit with the Boston Police Department, and exploring the pros and cons of installing traffic enforcement cameras
A
The
cows
are
in
the
chair
of
Public
Safety
and
criminal
justice.
I'm
joined
with
my
colleagues
by
order
of
appearance,
but
first
the
sponsor
president
Campbell,
my
colleague
from
Austin
Brighton
councillor
co-moh
and
my
colleague
from
South
Boston
councillor,
Ed
Flynn
I
want
to
remind
everybody.
This
is
a
public
hearing
being
recorded
and
rebroadcast
it
on
Comcast,
eight
RCN,
82
and
Verizon
1964,
and
also
online
City,
Boston
gov
page.
Please
silence
your
cell
phones
and
other
devices
we'll
be
taking
public
testimony.
A
If
you
could
sign
in,
if
you
choose
to
sign
in
over,
in
the
left
hand
corner
there
you're
right
and
please
put
your
name
affiliation
or
residence
and
we'll
be
limiting
comments
to
a
couple
of
minutes
to
make
sure
that
everybody
here
at
the
hearing
is
able
to
be
heard.
Today's
hearing
is
docket
number
zero
one,
four
three:
it's
an
order
for
a
hearing
to
discuss
the
possibility
of
creating
a
traffic
enforcement
unit
within
the
Boston
Police
Department,
and
exploring
the
pros
and
cons
of
installing
traffic
enforcement
cameras.
A
Today,
in
front
of
me,
we
have
my
good
friend,
Commissioner
Gina
Fein
daca
from
Boston
Transportation
Department,
as
well
as
superintendent
Kevin
McCulloch
from
Boston
Police
Department.
Thank
you
both
very
much
for
coming.
I'd
like
to
first
have
the
opening
statements
from
the
sponsor
and
the
city
council.
President
council,
Campbell
Thank.
B
You
councillor
McCarthy
and
thank
you
to
the
superintendent
as
well
as
Commissioner
for
being
here
as
well
as
the
other
folks,
will
join
us
in
a
later
panel,
and
thank
you
to
my
colleagues
as
well
for
being
here.
The
issue
of
traffic
and
congestion
and
enforcement
has
been
a
topic
for
some
time
and
it's
it's
an
issue
that
we
talked
about
quite
a
bit.
B
This
hearing
order
came
out
of
a
transportation
meeting
that
I
hosted
in
my
district
last
year,
where,
of
course,
you
participated
along
with
others,
commissioner,
and
what
I
heard
from
residents
is
that
they
feel
as
though
we
need
to
do
a
lot
more
and
that
we
need
to
do
it
along
sort
of
various
parallel
tracks.
So,
yes,
it's
important
that
we
lower
the
speed
limit.
But,
coupled
with
that,
we
have
to
ensure
that
we
have
enforcement.
B
Coupled
with
that,
we
have
to
have
structural
changes
to
our
streets
and
then
includes
speed,
humps
to
address
these
issues
and
then,
coupled
with
that,
we
have
to
have
a
willingness
by
folks
who
live
in
the
city
of
Boston
to
think
about
alternative
modes
of
transportation.
How
do
we
get
people
out
of
their
cars
and
on
to
the
T
or
onto
bikes?
So
all
of
these
conversations
need
to
happen
at
the
same
time
and
what
I
think
I,
sometimes
am
frustrated
with
or
community
is
frustrated
with.
Is
that
sometimes
these
conversations
can
happen
in
silos.
B
So
today's
conversation
is
one
piece
of
that
larger
paradigm.
I
think
that
needs
to
to
show
up
when
talking
about
traffic
congestion,
speeding,
increasing
ridership
on
the
T
alternative
modes
of
transportation
and
I
hope
that
this
is
a
deep
dive,
specifically
on
enforcement
and
thinking
about
what
we
could
do
with
respect
to
the
budget
and
BPD
to
allow
you
guys
to
do
a
better
job.
I
know
that
my
officers
in
C
11,
as
well
as
B
3,
that
participated
in
this
community
meeting
said
we
want
to
be
doing
more
enforcement.
B
We
are
often
polled
to
do
to
respond
to
incidents
of
crime,
and
so
what
would
it
mean
to
maybe
create
a
centralized
division
where
we
have
human
capital
that
is
exclusively
focused
on
enforcement
of
our
traffic
laws,
and
how
do
we
resource
that?
But
I
think
the
number
one
question
is
what
currently
exists
and
then
the
follow-up
is:
where
do
we
go
from
here?
So
I
don't
want
to
talk
too
long.
B
I
want
to
save
it,
for
you
guys
to
speak
as
well
as
the
the
advocates,
but
I
do
want
to
emphasize
the
the
pros
and
cons
part
of
the
conversation
related
to
the
cameras,
because
we've
gotten
emails,
calls
and
people
like
you're
installing
cameras
and
I
said
no
we're
not.
But
this
is
a
conversation
that
many
have
been
pushing
us
to
have
and
we
should
happen,
and
so
today
is
just
an
opportunity
for
it
to
look
at
the
goods,
the
good
side
and
the
bad
side.
So
thank
you
and
thank
you.
Carol
McCarthy
thank.
A
You
very
much
president
campbell
also
a
couple
housekeeping
things
first,
like
to
welcome
my
friend
and
counselor
from
Dorchester
Frank
Baker
is
in
attendance.
We
had
two
letters
from
counselors
a
come
as
well
as
councillor
Janey,
both
giving
their
apologies
for
not
being
able
to
be
here,
but
both
very
interested
in
this
topic
and
they'll
be
reviewing
the
film
at
a
later
date.
C
You
mr.
chair
I
might
not
be
able
to
stay
very
long,
so
I
just
wanted
to
put
this
out
there.
I
did
some
limited
research
on
how
cameras
are
being
implemented
or
around
the
country,
in
fact
we're
seeing
that
they're
pulling
back
the
use
of
cameras
as
an
enforcement
mechanism
in
more
places,
there's
a
theory
that
they
may
even
cause
more
crashes
than
they
prevent.
But
I
think
that
we
have
cameras
on
many
of
our
worst
intersections
in
the
city.
I
know
in
Austin
Brighton
in
particular
all
through
the
Washington
Street
corridor.
C
All
the
way
down,
calm
have
all
the
way
from
the
soldiers
field.
Road
up
through
Cleveland,
Circle
I
think
we
should
be
using
our
cameras
to
inform
our
enforcement.
We
have
crash
data
crash
data
right
Frank,
not
accident
data.
We
have
crash
data
that
suggests
that
we
should
have
more
enforcement.
I'll
tell
a
little
anecdotal
story:
I
moved
out
to
California
and
1982
after
being
a
Boston
driver.
For
you
know,
six
years
or
so,
and
my
first
few
months
there
I
must
have
got
three
moving
violations.
C
I
took
a
left-hand
turn
before
all
the
traffic
coming
towards
me.
Wasn't
you
know
we
tend
to
rush
through.
You
can't
do
that
in
California.
Can't
go
over
the
striped
lines.
There
was
a
an
enforcement
officer
everywhere,
I
went
they
so
I
thought
they
were
stalking
me,
but
I
learned
very
quickly
after
getting
those
tickets,
that
I
didn't
want.
Many
more
tickets
and
I
really
learned
through
that
negative
feedback
to
behave
better
behind
the
wheel.
C
I
think
we
still
lack
enforcement
and
we
really
need
to
make
our
C
streets
safer
and
the
best
way
to
do
that
is
to
make
sure
we
enforce
better
I
am
concerned
about
using
cameras
as
that
enforcement,
but
we
certainly
have
the
technology
and
the
the
physical
infrastructure
to
inform
us
where
we
need
enforcement.
So
I
just
wanted
to
get
that
on
the
record,
because
I
can't
save
everyone.
Thank
you.
Thank.
D
Thank
thank
you.
Mr.
chairman
I
just
want
to
say
thank
you
to
the
Chairman
and
to
council
of
Campbell
Council
President
Campbell
for
her
leadership
on
this
important
issue,
as
well
as
council
of
Baker
to
my
left,
working
closely
with
with
the
City
Council
colleagues
on
working
on
a
plan
to
reduce
the
speed
limit
from
25
miles
an
hour
to
20
miles
an
hour
and
I
just
want
to
say
thank
you
to
the
the
Commissioner
into
into
the
mayor
as
well.
D
For
you
know,
agreeing
and
working
closely
with
myself
and
council
Baker
and
colleagues
that
20
miles
an
hour
is,
is
critical,
fall
in
a
series
of
serious
and
fatal
accidents
or
crashes.
Last
summer,
I
recommended
a
12-point,
safe
streets
plan
that,
including
included
reducing
the
speed
limit
in
our
neighborhoods
speed,
humps
raised
crosswalks
repainting,
crosswalks,
Road
diets,
curb
extensions,
rapid
flash
beacons
to
assist
pedestrians
in
greater
enforcement.
D
D
Maybe
go
on
30
miles
an
hour,
maybe
going
40
miles
an
hour,
extremely
dangerous
for
the
elderly
for
our
disabled,
for
we
see
a
lot
of
parents
taking
kids
to
school
in
the
crosswalk,
so
I'm
very
concerned
about
this
issue
and
I
just
want
to
say
thank
you
to
the
superintendent
and
to
the
Commissioner
for
being
here,
but,
more
importantly,
for
your
leadership
on
this
critical
issue.
That's
facing
facing
our
neighborhoods.
Thank
you,
Thank
You,
mr.
chairman,
and
thank
you,
madam
president.
Thank.
E
You
thank
you
guys
for
coming
I'm,
so
I'm
here
to
listen
to
see
what
the
police
are
doing
about
enforcement
and
Gina.
Thank
thank
you
for
your
work
on
that
the
20
miles
I
look
forward
to
implementing
that
plan.
I
at
this
point,
wouldn't
necessarily
be,
would
never
be
in
favor
of
cameras.
Doing
our
traffic
like
ticketing,
sort
of
thing
I
may
be
moved
not
off
that
position,
but
I,
but
I
but
I,
don't
think
so,
but
I'd
rather
put
the
resources
into
the
police.
E
You
know
just
more
send
a
friendly,
maybe
a
friendlier
message
of
because
when
you're
dealing
with
a
police
officer,
you
may
not
necessarily
always
get
the
ticket.
It's
a-okay
I
live
right
here
or
was
Russian
I
didn't
you
know
so
I'm
more
about
the
personal
touch
there.
So
thank
you.
Thank
you.
Mr.
chair.
Thank.
A
You
very
much
council,
Baker
I
would
just
like
to
add.
You
know
our
one
of
our
biggest
issues
in
as
far
as
the
district
city
councillors
between
your
either
speeding
or
you're,
going
too
slow
you're,
either
stuck
in
traffic
or
somebody's
flying
buyer.
So
it's
a
half
and
half
and
what
we
found
is
particularly
in
the
high
Park
Rosedale
Mattapan.
District
five
is
that
the
wayfaring
devices
has
got
they've,
gotten
everybody
off
the
highways
and
through
our
neighborhoods
off
the
main
streets.
A
You
know
growing
up
in
the
city
and
working
with
the
city
Boston
out
for
27
years,
I
always
thought
I
was
the
only
guy
who
knew
how
to
cut
through
JP
and
pop
out
behind
police
headquarters.
I
thought
I
was
the
only
guy
go
up
over
Mission,
Hill
and
pop
out
at
Wentworth.
Everybody
knows
that
because
they
punch
it
into
the
computer
and
they're
sending
them
everywhere.
That's
a
big
issue,
we're
having
in
my
district
in
particular
and
I,
know.
Everybody
else
is
having
it
as
well
and
I.
A
The
police
academy
is
in
my
district.
It's
a
it's
an
old
one
down
grammar
school.
It
certainly
isn't
the
facility
that
the,
in
my
opinion,
the
greatest
police
force
in
the
nation
should
be
trained
at.
So
we
have
a
lot
more
issues
to
work
with
than
just
the
you
know.
This
is
just
on
this
issue.
I
get
it,
but
you
really
can't
build
a
better
foundation
unless
you,
unless
you
fix
the
foundation,
you
can't
build
a
bigger
house,
so
you
know
until
we
get
until
we
start
addressing
that
issue
as
well.
A
It's
gonna,
be
it's
gonna,
be
a
big
issue
with
BPD
as
they
getting
order
to
third
chefs.
Now
we
all
have
friends,
you'll
police
officers
and
hearing
them.
You
know
missing
family
events
because
they're
being
ordered
on
third
shift,
they're
exhausted
and
we
have
to
as
a
city,
we
have
the
fiduciary
responsibility
to
make
sure
we
have
enough
officers
to
cover
the
city,
so
I'll
get
off
my
soapbox,
but
before
I
hand
it
over
you
guys.
We
were
joined
by
city,
councilor,
Lydia
woods
from
district
1.
A
F
Mr.
chairman,
thank
you
for
initiating
this
important
conversation.
Obviously,
the
Transportation
Department
is
leading,
go
Boston
2030
and
the
city's
vision,
zero
efforts.
Much
of
what
you
council,
president
Campbell
and
your
colleagues
have
discussed
so
far-
is
so
closely
aligned
with
the
mayor's
objectives
in
go.
Boston
2030.
As
far
as
traffic
enforcement
and
reduction
of
speeds
and
roadway
safety,
we
have
a
number
of
initiatives
that
the
mayor
has
set
forth
in
his
his
initiatives.
This
this
year,
most
importantly,
is
reducing
the
speed
limit
on
our
city
streets
to
20
miles
per
hour.
F
We
know
that
slower
speed
saves
lives.
We
in
partnership
with
this
body,
reduce
the
speed
limit
to
25
miles
per
hour,
and
we
are
interested
in
pursuing
how
we
reduce
it
to
20
miles
per
hour.
This
would
be
on
our
neighborhood
streets.
Currently,
the
Transportation
Department
has
established
safety
zones
in
neighborhoods,
low
streets
areas
and
around
schools
where
the
speed
limit
is
reduced
to
20
miles
per
hour.
We
have
rapid
flash
beacons
that
we
use
to
alert
pedestrians
for
safe
crossings
and
uncivilised
crosswalks.
G
So
for
the
the
enforcement
aspect
for
the
the
Boston
Police
I
noticed
that
there
was
a
there's,
a
globe
article
that
was
referenced
and
just
to
touch
on
a
few
things
that
were
mentioned
there.
They
had
somewhere
around
20,000
moving
violations
issued
and
they
did
some
comparative
analysis
with
neighboring
jurisdictions
and
even
with
New
York
City,
so
just
to
give
a
little
context
to
that.
I,
don't
know
what
their
definition
of
moving
violations
encompass.
G
In
addition
to
that,
we
have
a
motorcycle
unit
which
is
not
as
robust
and
no
longer
just
as
focused
on
traffic
as
it
used
to
be,
because
it
also
comprises
some
of
the
tactical
teams
which
had
taken
a
lot
to
roll
over
the
past
decade
or
so.
But
we
do
have
motorcycles
that
augment
often
at
the
request
of
the
district
captains
or
proactively
based
on
whatever
availability
they
have
and
and
they
do
significant
traffic
enforcement
as
well.
G
So
that's
that's
primarily
how
we
do
enforcement
on
a
regular
basis,
there's
also
a
number
of
grants
that
come
primarily
from
the
state
and
federal
government
to
target
distracted,
driving
or
or
oh
you,
I
enforcement
type
of
activities.
We
don't
we
don't
do
roadblocks.
We
just
do
a
regular
traffic
enforcement
supposed
to
be
geared
towards.
You
know
that
the
requirements
of
the
grant,
but
those
those
also
augment
what
we,
what
we
do
on
a
regular
basis
and
there's
crosswalk
enforcement
as
well,
that
happens
coordinated
with
a
few
different
units.
G
A
Very
much
should
pretend
we've
been
joined
by
my
good
friend
from
counselor
from
district
6
councillor
O'malley.
Would
you
like
that
I
just
have
a
couple
quick
couple,
quick
questions:
do
we
give
tickets
for
I
I
know
we
give
tickets
for
block
in
the
box?
We
have
any
stats
on
that.
Do
we
have
do
we?
Do
we
have
any
stats
on
texting
tickets
and
do
we
have
any?
A
Do
we
give
tickets
for
jaywalking
at
all,
because
I
think
that
whether
you're
walking
riding
a
bike
riding
a
scooter
soon-to-come
a
car
everybody's
got
to
pay
attention
and
I
know
plenty
of
times
where
people
who
have
their
heads
down
in
their
phone
and
they're
walking
right
across
the
middle
of
the
street,
not
in
a
crosswalk
not
even
close
to
being
across
oh
they're,
walking
across
a
green
light.
Dude
we
allowed
to
give
tickets
to
to
jaywalking
because
I
know
in
other
cities
and
then
you
guys
can
go
you
answer
all
of
them.
A
I
know
in
other
cities
when,
when
councilor
O'malley
and
I
Kozlov
Baker
we're
up
in
Vancouver,
literally
nobody
J
well
I
mean
they
know.
We
could
look
down
the
street,
there
wasn't
cars
per
mile,
but
if
that
hand
was
up,
nobody
was
moving.
It
was
the
craziest
thing
we're
here
in
Boston,
we'd
all
be
running
across
the
street.
So
can
you,
but
so
jay
walking
texting
in
block
in
the
box.
I've.
G
G
We
do
site
for
texting
and
I,
don't
have
the
breakout
of
those
stats,
I'm,
not
sure
if
we
even
would
have
that
most
of
the
breakouts
are
for
targeted
enforcement.
If
there's
an
operation
crosswalk
or
something
along
those
lines,
I
can
I
can
see
what
we
can
I
can
see.
We
can
do
to
to
get
some
of
that
information.
I
was
actually
speaking
with
with
one
of
the
analysts.
Just
before
this
meeting
we
used
to
have
a
transportation
analyst.
We
don't
now
so
I
think.
B
G
They
used
to
be,
we
used
to
have
more
analysis
of
that
data
from
the
police
enforcement
perspective
and
then
apparently,
that's
that's
not
the
case
right
now,
so
so
I
think
without
without
a
dedicated
analyst
at
our.
Our
information
is
probably
not
going
to
be
as
as
detailed
as
it
would
be.
Otherwise,.
B
B
Specifically
going
to
focus
on
the
enforcement
piece
for
the
bulk
of
this
conversation
and
then
I
think
we'll
come
back
to
cameras
and
speed,
speed
limits
and
slow
streets,
and
you
know
increasing
ridership
through
you
know
dedicated
bus
lanes,
but
really
want
to
get
at
what
currently
happens
with
respect
to
enforcement.
What
are
the
limitations
for
you?
How
do
we,
as
a
body
advocate
for
more
resources,
particularly
in
our
next
budget
cycle,
to
improve
enforcement
across
the
entire
city
of
Boston
I?
B
Think
there
are
some
pockets
that
may
have
greater
enforcement,
not
necessarily
because
of
human
capital,
but
because
it's
just
a
different
level
of
activity
there
than
other
districts.
So
how
do
we
make
sure
that
that
the
resources
are
equitably
dispersed
across
the
city
of
Boston,
depending
on
what
we
see
so
I
guess,
starting
with
just
sort
of
the
data
piece
superintendent,
and
thank
you
for
your
clarification
with
respect
to
the
globe
article
and
how
you
think
that
your
data
looks
a
little
different
but
of
the
hundred
thousand
moving
violations?
I!
B
G
So
we
don't,
we
don't
have
the
breakdown
of
what
each
ticket
is
for.
So
this
is
compiled.
For
me,
each
district
has
has
someone
assigned
to
to
compile
the
data
both
from
traffic
enforcement
actions
and
and
motor
vehicle
crashes.
They
also
do
some
different
levels
of
reconstruction
as
part
of
their
job.
They
report
those
numbers
up
for
anything.
That's
sent
to
the
registry,
so
motor
vehicle
violation
would
be
basically
anything
that
falls
under
that
the
chapter
90
violations
and
some
city
of
Boston
ordinances
that
there
would
be
a
moving
violation.
B
B
G
G
I
mean
it's
public
to
the
extent
that
we
sent
it
to
the
registry
and,
as
the
globe
did
I,
don't
know
what
the
parameters
of
their
requests
were,
but
so
it's
it's
would
be
releasable
by
us
for
the
numbers
that
we
have
for
the
records
that
we
keep,
and
it's
also
data
that
the
registry
keeps
as
well.
That's.
B
That's
very
helpful
and
then
on
the
the
analyst
position
and
I,
remember
I.
Think
in
my
first
term,
reviewing
when
I
was
chairing
this
committee
right
reviewing
a
grant
that
specifically
went
to
that
analyst
position.
Can
you
remind
us
what
it
cost?
What
that
person
did
the
value
of
that
role
in
your
department
with
respect
to
the
data
I.
I
J
Yes,
Jetta
Savage,
basta,
Police,
Department,
autism,
research
and
development,
so
yeah
we
used
to
have
a
transportation
analyst
I'm,
not
sure
I,
remember
how
much
the
funds
you
know
how
much
it
cost
per
year,
but
the
idea
was
that,
unfortunately,
with
our
current
RMS
system,
our
data
is
very
unwieldy
and
most
of
the
details
come
from
the
narratives
because
we
don't
actually
just
say:
ok,
this
was
a
vehicle
accident
involving
a
pedestrian
or
a
bike,
or
it
happened
at
an
intersection.
All
of
that
detail.
J
It's
at
this
point
currently
really
comes
from
the
narratives,
because
we're
also
we
don't
have
a
lot
of
crash
reports
being
written
as
well.
There's
a
lot
of
issues
there,
so
the
transportation
analyst
was
key
because
they
had
access
to
that
data
and
they
would
read
through
the
narratives
and
redact
it
and
get
it
to
where
partners
over
it
department
transportation.
J
The
way
we're
supposed
to
be,
we
lost
the
grant
that
supported
the
analyst,
or
at
least
they
took
away
the
ability
to
use
those
funds
to
support
the
analyst
and
so
now
getting
data
to
our
Transportation
Department
partners
is
very
difficult
because
it's
so
time-consuming
to
read
through
narratives
or
redact
them
so
currently
I'm
the
only
one
in
the
office
who
will
provide
data
on
fatal
accidents,
but
that's
it
and
we
do
four.
We
do
I
think
have
as
one
of
our
bar
Boston
about
results.
J
I'm
not
sure,
currently
exists,
I,
don't
they're
revamping
it,
but
we
do
have
I
think
a
pedestrian
fatalities
measure
there
and
I
know
we're
meeting
with
the
Commissioner
soon
to
talk
about
how
we're
gonna
be
having
our
metrics.
So
we
can
certainly
add
citations
and
moving
violations
are
the
as
a
measure
there
and
I
can
bring
it
up
at
that
meeting
to
have
that
be
at
one
of
our
public
facing
measures
and.
B
G
G
B
G
B
Then
let
my
last
question
before
turning
it
over.
What's
the
cost
associated
with,
so
you
know
that
there's
clearly
a
vehicle
tango
vehicle
one
point
officer
in
there
two
shifts:
what's
the
average
costs
or
is
a
sense
of
what
is
an
estimate
you
could
give
us
in
terms
of
the
cost
of
of
that
individual
and
that
unit.
B
G
Nothing
they
do
have
dedicated
cars,
but
there's
nothing
special
and
and
that
in
that
traffic
enforcement,
car
I
know
some
departments.
The
State
Police
in
particular
I
have
electronic
ticketing,
which
is
much
faster,
much
more
efficient
and
that
that
can
cost
I've
seen
ranges
of
you
know
two
to
seven
thousand
dollars
per
car,
but
we
don't
have
anything
like
that
with
it's
just
a
regular
police
car.
So
it's
really
the
cost
of
the
officer
primarily
and.
B
C
You
could
you
speak
a
little
bit
more
about
how
Tango's
that
those
units
are
actually
deployed
like
what?
What
information
do
you
use
to
deploy
them?
And
let
me
preface
this
by
saying:
we've
had
an
increase
of
the
number
of
speed
boards
I'm
sure
throughout
many
districts,
but
particularly
in
Austin
and
Brighton,
have
been.
They
provide.
Some
great
information
about
speeding,
in
particular
and
in
counting
of
cars
in
particular,
and
I,
know
that
the
d14
district
has
used
them
a
lot
and
have
have
actually
responded
to
many
of
my
requests
in
hot
spots.
C
G
Could
probably
be
part
of
it?
I
would
say
it's
primarily
the
captains
feedback
from
his
community
service
officers
from
the
meetings
that
they
have,
and
you
know
anyone
that
works
at
a
given
district.
Long
enough
knows
where
a
problem,
red
light
is
or
a
problem,
stop
sign
or
a
place
with
this
frequent
accidents
or
a
place
where
people
might
get.
G
C
We
don't
use
any
information
from
the
cameras
that
we
haven't
saw
so
I
guess.
The
next
question
would
be
to
the
commissioner
Ryan.
Do
we
have
the
to
our
does
our
infrastructure,
our
cameras
that
are
at
many
traffic
that
intersections
have
the
ability
to
actually
monitor
violations
without
taking
license
plates
for
the
ACLU
people.
F
C
What
would
it
take
to
actually
have
the
capability
to
monitor
potential
violation,
I
just
think
just
for
the
sake
of
the
argument
corner
of
Washington
market
in
Chesson,
Hill,
Ave
and
Brighton
heavily
trafficked
area
as
cameras?
Do
they
could
we
trip
them
out
to
provide
the
kinds
of
information
blocking
out
the
license
plate,
but
just
knowing
how
many
violations
occur
during
you
know
a
day
a
week,
we'd.
D
Thank
You
mr.
chairman
and
I
just
wanted
to
follow
up
on
council
president
Campbell's
comments
on
the
transportation
analyst
position.
You
know
the
City
Council
is
going
and
in
the
mayor's
office
is
going
into
budget
season
now.
Could
you
work
with
the
City
Council
and
provides
some
maybe
some
background
information
on
that
position?
D
D
F
We
do
get
that
information
from
BPD,
so
that's
what
we
were
discussing
in
terms
of
the
analyst
being
particularly
helpful
with
us.
Some
of
the
crash
reports
are
not
available
to
us,
so
we
don't
know
the
circumstances.
So
we
rely
on
BPD
to
provide
us
with
that
information
as
guidance
for
vision,
zero
and
our
response
to
some
of
these
incidents.
D
Okay
also,
as
as
part
of
that,
just
following
up
on
that
transportation,
analyst
position
just
on
something
similar
to
that.
You
know
as
it
relates
to
the
budget
process.
Could
we
also
consider
a
robust
public
service
announcement
campaign,
as
as
the
superintendent
was
talking
about
educating
pedestrians
drivers,
cyclists
I
think
we
all
could
benefit
from
a
briefing
on
the
rules
of
the
road
in
giving
people
an
idea
of
exactly
what
is
expected
of
them
and
what
the
rules
are.
D
My
final
question
is
I:
do
appreciate
the
work
on
reducing
working
with
us
on
reducing
the
speed
limit
from
25
to
20
miles
an
hour.
I
think
that's
critical,
I
even
think
25
20
miles
an
hour
is,
is
still
fast
in
many
neighborhoods
in
the
city
in
South
Boston,
my
my
elderly
parents
of
custody
of
a
special-needs
grandson
they're
in
there
in
the
crosswalk
and
people
might
be
going
3040
miles
an
hour
through
the
streets
of
South
Boston.
So
you
know
that
this
is
something
that
is
very
important
to
me.
D
I
K
I
G
Make
a
police
report
with
it
and
then
that
would
be
forwarded
to
the
the
district
Ottawa
investigator
mm-hmm
and
if
you
could
follow
up
from
there,
try
to
contact
the
it
was
someone's
foot
being
run
over
it's
a
little
challenging.
If
someone
denies
it,
there's
not
going
to
be
a
lot
of
evidence,
it's
it's
a
little
bit
different.
If
there's
you
know
some
other
type
of
hit-and-run
or
there
might
be
some
physical
evidence
of
damage
that
you
could
corroborate
or
I.
I
Mean
I
know
that
ACLU
is
is
concerned
about
electronic
surveillance
from
the
government,
but
I
mean
most
people
have
a
cell
phone.
We
just
record
it
the
person
jaywalking
in
front
of
them
or
texting,
or
something
like
that.
So,
if
I
had
that,
why
we'd
be
able
to
walk
them
to
the
district,
auto
investigator
well,.
G
G
I
And
so
I'm
I'm
curious,
specifically
within
my
district,
you
know:
there's
a
lot
of
blocking
the
box.
There's
a
lot
of
congestion
and
I
appreciate
my
colleague,
councillor
Flynn's
request
for
some
budget
numbers,
because
at
the
end
of
the
we're
not
moving
in
East
Boston,
we
have
Sullivan
square
in
Charlestown
city
square.
We
understood
we
were
getting
six
officers,
I,
don't
know,
and
the
budget
to
help
us
move
people
blocking
the
box
is
a
way
of
life.
I
There
there's
no
way
people
are
living,
leaving
from
Chelsea
Street
onto
Rutherford
AB
to
get
on
the
North
Washington
Bridge
without
blocking
the
box,
and
so
we
need
police
details.
We
need
that
kind
of
enforcement
there
and
I.
Can't
imagine
tell
me:
how
are
you
getting
mitigation
money
to
put
more
officers
there?
How
are
we
going
to
make
sure
folks
can
move
in
I?
I
Don't
can't
obviously
forget
Sumner
tunnel
in
East
Boston,
where
I
want
I
will
give
complete
and
total
credit
to
the
city
police
officers
who
have
gone
above
and
beyond,
to
move
traffic
when
their
colleagues
at
the
state
level
have
not
so
I
will
give
them
that
credit.
But
it's
we,
we
feel
an
immediate
loss
when
you
are
not
there.
So
how
do
we
get
this?
That's.
G
A
significant
challenge
in
that
area
and
it's
unfortunately
get
it
continued
to
be
a
challenge
with
the
opening
of
the
casino
when
some
construction
on
bridges
in
and
around
the
area.
So
yeah,
it's
it's
just
a
you
know
it's
difficult
to
prioritize
one
aspect
over
another,
but
certainly
when
there
are
peak
times
when
there's
real
challenge,
we
allocate
the
offices
that
we
have.
We
do
have
minimum
manning
and
we
usually
usually
have
to
allocate
resources
from
within
that
pool
of
minimum
manning
officers.
Unless
something
significant
happens
so.
G
It
could
be
I
mean
depends
on
what
we
mean
by
enforcement
unit,
because
that
the
challenge
is
we're
still
taking
those
officers
from
somewhere
we're
pretty
much
at
minimum
Manning
on
every
shift
at
every
district
is
very
rarely
do
we
have
extra
officers
working
so
that
leads
us
as
we
get
into
you
know
the
busier
time
as
we
approach
the
summer.
That's
when
we
start
ordering
officers
either
planned
or
unplanned
to
work,
a
double
shift
and
and
and
sometimes
more
occasionally
so
I'm.
I
Just
gonna
put
it
out
there
and
I'm
sure
my
colleagues
who
and
thank
you
again
for
your
leadership
by
the
way,
councillor
McCarthy
and
council
Campbell
for
for
this
hearing,
I'd
love
to
hear
how
there
might
be
some
sort
of
pipeline
created
for
police
officers
through
this
traffic
enforcement
unit.
It
could
be
a
recruitment.
It
could
be
something
that
you
pull
in
new
folks,
somehow
some
way
to
expand
the
numbers.
I
know
that
the
numbers
are
are
not
where
they
need
to
be,
because
you
have
a
lot
of
folks
retiring
too.
I
So
I'm
not
I'm,
not
being
ignorant
to
the
fact
that
you
guys
are
stretched
thin
as
it
is,
but
I'd
love
to
see
if
this
is
an
opportunity
to
recruit
directly
from
some
high
schools
or
something
to
help
pull
folks
into
the
police
department,
but
also
provide
this
very
vital.
It's
about
a
vital
service.
We
are.
We
are
not
moving
in
parts
of
my
district
and
we
need
your
help.
I.
G
Think,
probably
probably
the
quickest
easiest
way
to
have
a
more
robust,
Traffic,
Unit
setup
is
to
build
on
what
we
have
with
the
mobile
operations
patrol.
Basically,
the
motorcycle
officers
they've
been
that
the
traffic
role
has
been
kind
of
pared
down
over
the
years.
But
if
I
were
you
know,
if,
tomorrow,
I
had
to
come
up
with
a
more
robust
citywide
traffic
unit,
that
is
how
I
would
do
it.
I
would
expand
the
motorcycle
unit
primarily
because
what
traffic
is
really
at
a
at
a
difficult
spot.
The
motorcycles
can
get
there.
G
G
I
was
a
commander
of
that
unit
for
about
five
years,
so
they
do
a
lot
of
hard
work
and
they
do
it
well
and
in
during
my
my
time
there
I
saw
very
few
complaints
for
the
amount
of
citations
and
the
amount
of
traffic
they
directed
that
they're,
very
professional
and
and
I
think
that's,
probably
the
quickest
most
time-tested
way
of
getting
more
citywide
traffic
capabilities
pushed
out.
Thank.
M
Thank
you
to
you
for
hosting
this,
and
thank
you
to
the
council
president
for
her
leadership
and
authoring
this
hearing
order,
proud
to
support
it
and
think
it
is
particularly
timely
want
to
begin
by
thanking
Commission
of
hidaka
for
her
partnership.
I
think
some
of
you
know,
superintendent
as
well.
You've
been
great
and
captain
Comiskey
and
e5
has
been
remarkable.
M
As
we
talk
about
sort
of
traffic,
we're
talking
about
two
sides
of
the
coin:
the
congestion
that
accounts
for
Edwards
just
sort
of
talked
about
why
things
aren't
moving
as
well
and
then,
on
the
other
side.
Speeding
and
that's
sort
of
where
my
focus
wants
to
get
on
a
wise
man
whom
I,
thoroughly
respected
and
and
count
as
a
mentor
famously
said,
we're
going
to
make
sure
the
car
is
no
longer
in
Boston
I.
Think
that
has
to
be
the
first
approach.
M
As
we
deal
with
this,
we
need
to
think
about
building
roads
for
all
modes
of
transportation,
including
bikes,
including
walkers,
including
pedestrians,
including
new
types
of
micro
mobility.
Like
electric
scooters,
not
only
cars,
we
need
to
have
smarter
streets
safer
streets,
that's
probably
the
the
most
important
thing.
As
we
talk
about
attaining
vision,
zero.
The
second
part
has
to
be
enforcement
and
I'm
less
concerned
about
ticketing,
a
jaywalk
or,
quite
frankly,
than
I
am
about
ticketing,
someone
who's,
not
paying
attention
as
they're
driving
a
2-ton
vehicle.
M
So
the
the
fact
that
we're
talking
about
a
dedicated
unit
within
BPD
is
something
that
we
need
to
be
doing.
You
guys
do
more.
You
guys
in
new
women
do
more
with
fewer
resources
for
a
city
that
has
grown
by
leaps
and
bounds,
and
we
need
to
make
sure,
through
the
budget
process
that
we
are
able
to
allocate
funds
for
new
recruits
having
a
dedicated
traffic
enforcement.
Speeding
unit
will
be
incredibly
beneficial
to
the
safety
of
all
Bostonians.
After
the
crash
which
mrs.
M
Wentworth
was
killed
in
early
February,
there's
been
essentially
a
stationed
car
at
that
intersection,
a
very
busy
dangerous,
treacherous
intersection
and
the
number
of
citations
for
motorists
not
Drive,
not
stopping
in
crosswalks,
has
nearly
doubled
in
just
a
month
period.
That's
a
pretty
remarkable
statistic
and
that's
going
to
continue
and
again,
Thank
You
superintendent,
Thank
You,
captain
Kaminsky
for
your
continued
leadership
on
that.
The
second
thing
is
I
apologize
for
being
late.
M
I
know
we're
somewhat
stymied
by
state
legislation
as
it
relates
to
traffic
cameras,
but
I
think
we
need
to
be
having
this
conversation
other
cities.
Other
countries
have
used
these
to
great
impact
to
help
stop
speeding
to
help
making
sure
that
we
have
safer
streets
for
pedestrians,
for
cyclists,
for
others
and
I
really
think
that
I
know.
There's
some
I
know
the
state
law
that
prohibits
it.
But
this
is
a
conversation
we
have
to
have.
M
Surely
in
2019
we
can
both
maintain
security
and
safety
in
many
concerns
that
I'm
sure
we'll
hear
from
some
folks
have,
as
it
relates
to
data
collection
and
surely
we
can
balance
that
with
having
safer
streets
and
targeting
those
folks
who
speed
in
cars
and
our
threat
to
themselves
and
to
others
so
I
guess
Commissioner.
Do
you
of
any
remarks
on
sort
of
the
state
legislation?
Has
the
mayor
waiting
on
an
opinion
with
that?
Do
you
have
any
opinion
on
sort
of
speed
cameras,
sure.
F
The
mayor
has
supported
legislation
in
his
legislative
initiatives
that
include
cameras
at
intersections
to
prevent
blocking
of
the
intersection,
so
don't
block
the
box
as
well
as
cameras
that
would
be
deployed
with
the
stop
arm
of
a
school
bus.
So
vehicles
that
don't
stop
when
school
buses,
loading
or
unloading
would
take
an
image
of
the
vehicle
and
violation,
and
that
would
be
a
violation.
Both
the
cases
assessed
against
the
registered
owner
of
the
vehicle.
F
So
the
image
would
be
taken
of
the
rear
of
the
vehicle,
as
it
commits
the
violation,
clear
image
of
the
registration
number.
As
the
legislation
is
proposed,
it
would
be
certified
by
a
law
enforcement
official
and
it
would
be
treated
much
like
a
parking
ticket
assessed
against
a
registered
owner
with
no
points
on
a
driver's
insurance
record
notification
would
be
consistent
with
parking
ticket
notification
and
collection
efforts.
So
we
do
support
those
two
initiatives.
As.
M
F
M
M
M
If
that
could
be
part
of
and
I,
don't
presume
to
sort
of,
you
know
sit
here
and
negotiate
a
collective
bargaining
aspect
or
in
a
council
hearing
but
I
wonder
if
that's
an
opportunity
to
take
the
cadets
after
they
finish
their
service
sort
of
before
or
during
the
police
academy.
At
you
know,
training
time
to
then
help
them
to
sort
of
enforce
traffic
and
speeding.
I
think
that
that's
something
that
could
be
a
great
way
to
have
young
men
and
women
or
older
men
and
women.
M
G
Think
in
certain
circumstances,
yeah
there
could
be
a
role
for
them
in
traffic
direction
per
se,
but
I
wouldn't
I,
wouldn't
say:
traffic
enforcement
I
think
traffic
enforcement
should
remain
a
sworn
trained
police
officer.
It
can
be.
You
know
what
we
may
envision
as
a
routine
enforcement.
Action
may
not
be
quite
that
for
the
person
behind
the
wheel,
who
may
have
other
concerns
I'm.
M
We
don't
have
that
anymore
and
I
know
some
of
it.
Is
you
guys
don't
have
the
the
capability
to
have
that,
but
I
would
argue
that
that
we
need
to
do
that
and
as
the
city
grows
as
we're
seeing
the
population
grow
by
such
significant
numbers,
it
is
vital
that
we
are
able
to
allocate
the
funds
to
have
a
fully
staffed
traffic
enforcement
division
and
do
everything
we
can
to
get
those
officers
on
the
streets.
So
I
know
I
stand
committed
to
working
every
angle.
I
can
to
get
there
and
that's
all
for
this
round.
N
Thank
you.
Thank
you,
mr.
chairman
I'm
good
afternoon,
I
apologize
for
being
late.
So
if
you
have
already
answered
or
spoke
spoken
to
this,
just
please
say
you
have
and
I'm
gonna
watch
from
the
beginning.
So
from
what
I
could
piece
together,
there's
a
little
bit
of
conversation
about
data
collection
and
and
barriers
to
having
it
in
the
right
format.
Is
there
a
timeline
for
moving
to
a
place
where
there
could
be
an
automated
sort
of
reporting
in
the
standardized
format?
We.
G
G
I
haven't
seen
any
any
any
products
that
that
would
be
able
to
test
whether
that
will
take
the
place
of
the
current
form
that
we
use
at
the
CRA
65
standard
form,
but
hopefully
we'll
be
able
to
incorporate
that
data
into
the
new
rms
system,
which
which
I
think
would
make
the
reporting
and
analysis
more
more
of
a
seamless
process.
Okay,.
G
We
should,
hopefully
is
rolled
out
functionally
by
September,
so
so
maybe
sooner
maybe
maybe
July
I
think
is
when
we
plan
on
pushing
out
a
test
model
based
on
a
meeting
I
was
in
yesterday
and
it
seems
like
there's
a
lot
of
resources
and
a
good
team
working
on
it.
So
I
I
would
anticipate
it
will
stay
on
schedule.
N
Great
and
then
just
I
heard
reference
to
that,
the
department
is
essentially
a
minimum
Manning
geographically,
and
so
it's
hard
to
divert
extra
resources
and
there
are
certain
places,
for
example,
in
West
Roxbury,
where
there
is
more
intensive
focus
right
now.
But
what
what
I
guess?
What?
If
you
had
to
put
a
percentage
just
on
personnel
hours
kind
of
across
the
department
that
was
going
to
traffic
enforcement
right
now?
What
is
it
under
10%?
Is
it
under
5%
yeah.
G
Well,
I
mean
this
farm
is
a
dedicated
resource
that
the
tango
cars
and-
and
it
fluctuates
somewhat
how
many
motorcycles
on
a
given
shift.
It
could
be,
it
could
be
four
or
six
unless
they
have
an
assignment.
So
if
we
have,
if
we
have
a
dignitary
that
requires
escort.
So
if
we
have
an
event
that
requires
cycles
which
happens
more
as
we
get
into
the
nicer
weather,
but
if
it's
just
a
random
day,
then
then
we,
you
know
we
might
dedicate
for
motorcycles
to
traffic
during
the
day
and
to
at
night.
G
So
it
does
vary
somewhat.
But
in
addition
to
those
dedicated
resources,
all
of
the
all
of
the
offices
on
patrol
should
see
themselves
as
having
a
traffic
enforcement
role
and
I
believe
they
do
so
it.
In
that
sense,
it's
tough
to
quantify.
So
if
you
have
a
slow
night
and
there's
you're,
not
you
know
the
handling,
you
know
a
nob
robbery
call
or
violent
crime.
Then
you'll
have
more
opportunities
to
stop.
G
N
N
And
just
curious:
is
there
any
data
or
analysis
on
you
know?
How
long
does
it
take
to
do
targeted
enforcement
on
even
just
as
a
street,
for
it
to
kind
of
sink
in
to
the
area?
Or
how
often
do
you
have
to
return
this,
for
example,
let's
say
either
Center
Street
or
Tremont,
Street
or
somewhere
else,
where
there's
some
issues
either
with
crosswalks
or
speeding?
If
you
kind
of
do
a
targeted,
you
know
everybody
who's
do
who
gets
caught
from
a
certain
time
period
to
a
certain
time
period.
Do
you
have
to
rotate?
N
J
G
You're
in
a
residential
neighborhood,
what's
the
same
people
traveling
the
same
route,
essentially
or
typically
predictable
commuting
corridor?
You
may
not
have
to
put
people
out
there
more
than
once
or
twice
a
week,
for
you
know,
pick
a
time
a
month
or
two
months
yeah,
but
if
you're
in
a
business
district
that
might
have
you
know,
I,
don't
think
it
was
a
Longwood
Medical
area.
We
did
a
lot
of
enforcement
on
blocking
the
Box
down
there.
G
Now
those
you
made
if
people
that
have
an
appointment
one
month,
it
may
not
be
back
for
you
know
another
six
months
or
three
months,
so
what
happe
so
there's
we
found
ourselves
not
making
as
much
of
what
we
would
call
voluntary
compliance
headway
there,
as
as
the
numbers
of
citations
might
have
indicated.
We
would
okay.
G
O
N
N
Is
there
more
information
that
is
going
to
be
analyzed,
or
are
you
looking
at
any
potential
new
information
to
be
able
to
make
a
decision
about
whether
you'll
be
explore
certain
paths
or
what
would
the
next
steps
be
if
advocates
or
the
community
who
are
seeking
to
push
the
conversation?
What
what
are
which
people
wait
for
it.
G
Relative
to
traffic
cameras-
yes
I,
don't
have
a
lot
of
involvement
in
that
at
this
stage,
I
mean
I.
That's
yes
more,
as
he's
been
that
implementation
arm
of
that,
but
I
think
that
the
policy
development
I,
don't
think
is,
as
it
hasn't
hit
my
level
anyways.
So
I'm
not
sure
exactly
what
the
what
the
model
is
is
going
to
be
used.
It
was
a
variety
of
models
that
have
been
used
across
the
country.
It
sounds
like
ours
is
going
to
be
a
little
more
narrowly
tailored
and
other
jurisdictions
have
attempted.
Is.
N
F
N
G
B
You
Council
McCarthy
and
thank
you
for
my
colleagues
who
asked
some
of
the
questions
that
I
would
ask,
and
just
going
back
to
currently
right
now
the
tango
units
that
are
each
in
the
districts
are
they
referred
to
as
units
or
there's
a
lot
of
miscommunication.
So
just
a
sort
of
a
technical
question.
Yeah.
G
B
Helpful
I
mean
just
because,
in
conversations
with
some
officers,
including
some
folks
from
you,
know,
patrolman's
association,
others
about
the
enforcement
piece
using
the
term
Division
versus
unit.
So
you
know
we
were
looking
to
create
something
that
is
central
that
is
well
saft
resourced,
has
enough
human
capital
to
respond
to
the
traffic
and
all
the
other
concerns
related
to
moving
violations
from
this
division
right.
So
just
that
was
just
a
technical
question
related
to
terminology.
Yes,.
G
G
Understand
so
I
think
in
that
context,
when
they
talk
about
a
unit
that
they're
probably
talking
about
like
the
citywide
bicycle
unit,
would
be
you
know,
whereas
I
guess
interchangeably
can
used
to
it
could
be
used
to
mean
one
car
like
a
service
unit.
Cuz
all
is
just
one
one-man
car
that
takes
reports
and
answers
non-priority
one
calls
typically
and.
B
Going
back
to
a
couple,
questions
related
to:
first
of
all,
the
transportation
analysts
we're
coming
into
budget
seasons,
I'm
gonna
push
for
it.
It's
a
valuable
role.
Clearly
we're
gathering
data,
and
the
question
is:
if
we
want
more
robust
data
that
includes,
for
example,
race
or
ethnicity,
like
who's
being
stopped,
when
tracking
that
I
think
is
important,
right,
I
think,
while
it's
great
to
have
an
officer
say
no
problem,
counselor
Campbell,
just
you
know
slow
down.
B
You
might
want
to
start
tracking
that
to
see
if
it's
having
a
disparate
impact-
and
you
can't
do
that,
if
you
don't
have
an
analyst
or
to
really
be
targeted,
as
our
officers
want
to
be
around.
Where
should
we
show
up
given
our
limited
human
capital,
you
need
reliable
data.
You
need
an
analyst.
You
need
someone
who's
dedicated
to
do
that,
so
we'll
push
to
bring
that
back.
And
yes,
it
was
funded
externally,
but
it's
so
important.
B
We
should
think
about
putting
that
in
our
own
si
city
budget
on
the
division
or
unit
itself
superintendent,
how
much
of
it
is
funding
just
you
know.
We
need
more
money
to
create
this
into
it
or
how
much
it
is
really
shifting
of
current.
Maybe
it's
a
combination
shifting
of
those
in
the
motorcycle
unit
or
those
in
the
bike
unit
to
say:
hey,
given
your
experience,
you're
gonna
come
join
our
traffic
enforcement
division
so
that
it
sits
well
staffed.
B
G
G
G
We
would
have
to
take
them
from
somewhere
and
we
really
can't
take
them
from
the
districts
because
we're
pretty
much
at
minimum
and
even
at
minimum,
particularly
with
different
events
that
are
happening,
that
minimum
really
doesn't
adequately
address
the
policing
needs,
for
you
know,
I
would
say
six
or
eight
months
out
of
the
year,
where
we're
not
sufficiently
staffed
to
cover
everything
that
we
need
to
cover
which,
which
is
which
is
fine,
I
mean
it's
manageable.
To
be
able
to.
You
know,
bring
people
in
and
all
the
time
order
people
are
wearing
extra.
G
That's
that's
an
expectation
when
you
take
this
job,
but
it's
if
you
shift
people
away
from
a
district,
it's
gonna
be
problematic,
so
that
leaves
us
looking
specialized
units
that
we
would
pull
people
from
or
or
rebalance
if
we
pulled
people
from
a
district.
So
you
know
if
the
gang
units
and
the
drug
units,
the
citywide
bike
unit,
mobile
operations,
motorcycle
and
SWAT
team.
So
this
training
factors
for
you
for
all
of
those
units.
G
J
B
We
know
this
is
obviously
a
priority.
I
mean
we
got
emails
just
for
this
hearing,
talking
about
speeding
cars
or
blocking
the
box
and
or
folks
in
my
neighborhood,
you
know,
sitting
on
the
street
literally
they're
tracking
the
cars
I
was
speeding
by
and
occasionally
I
drive,
home
and
I'll
see
an
officer
out
there
doing
enforcement.
Even
though
he's
not
a
part
of
tango
he's
just
had
some
time
so
he
showed
up
which.
B
B
Is
there
a
document
that
you
guys
can
get
us
that
really
spells
out
what
the
need
is
and
where
the
gaps
are
and
what
we
currently
have.
So
what
is
existing?
What
the
need
isn't
what
the
gaps
are
so,
for
example,
in
district
b3
of
c11,
I
use
and
speaking
to
my
district,
one
tango
office
and
one
officer
doing
enforcement
is
not
enough,
but
based
on
the
data.
What
should
that
number
be,
and
where
can
we
pull
whether
it's
the
bike
unit
motorcycle
unit?
B
What
units
are
currently
available
to
us
to
pull
from
to
meet
these
gaps?
I'd
love
to
see
that
sort
of
in
a
data
form
across
all
11
districts,
and
then,
if
we
can't
polar
there's,
not
enough
human
capital
currently
within
the
existing
department,
then
how
do
we
fast-track
or
what
do
we
do
to
hire
more
people
specifically
for
this
enforcement
piece?
I
know
this
has
to
go
hand-in-hand
with
the
need
for
enough
officers
overall
for
enforcement
across
every
crime,
not
just
traffic
and
violations,
but
I.
B
Think
having
some
numbers
or
something
tangible
to
look
at
and
to
reflect
on
before
we
go
into
budget
season
be
very
helpful,
because
what
would
it
mean
to
a
couple
of
plan
around
creating
this
division?
Along
with
this
trip,
the
sort
of
traffic
analyst
position,
funding
that
pushing
for
it
all
at
the
same
time,
that
would
be
extremely
helpful.
Yeah.
G
We
have
staffing
member
for
every
every
district
and
then
I
think
probably
the
most
relevant
would
be
the
motorcycle
unit.
We
can
look
at
what
number
of
officers
are
assigned
to
motorcycle
duties
from
mobile
operations
and
what
what
numbers
of
officers
are
assigned
to
two
other
duties,
primarily
tactical
cars,
that
we
have
throughout
the
city
on
any
given
day,
so
that
you
know
that
that
takes
up
six
officers
and
a
supervisor
every
shift.
G
So
if
we
and
that's
that's
a
requirement
that
materialised,
you
know
sometime
over
the
last
five
to
eight
years,
that
it
soaked
up
some
of
our
motorcycle
resources.
So
maybe
you
know
maybe
just
looking
at
that
shift
if
we
replaced
another
half
dozen
motorcycles
on
the
day
and
the
first
half
shift
we're
not
kind
of
recreate
a
new
unit
which,
which
means
that
we're
not
adding
additional
sergeant's
and
an
additional
lieutenant
and
the
infrastructure
that
goes
along
with
creating
a
new
unit.
If
we
just
augment
motorcycle.
G
That
unit
it's
it's
a
quick,
it's
a
quicker
fix
and
it's
it's
a
known
quantity.
It
doesn't
cause
us
to
replicate
supervisory
responsibilities,
it's
still
manageable.
The
span
of
control
is
still
sufficient
and
and
if,
if
we
find
that
it's
not,
then
it's
easier
to
hire
one
additional
sergeant,
because
you
know
when
you
create
a
new
unit,
it's
one
sergeant
does
not
give
you
one
supervisor.
Every
day,
it's
three
sergeants
to
get
coverage
across
the
three
squads
of
personality,
so.
G
You
know
you
I
would
envision
if
we
were
to
do
a
standalone
traffic.
You
know
we'd,
probably
be
looking
at
six
sergeants
lieutenants
I
would
assume
and
and
a
significant
number
of
officers
to
to
fully
staff
that
where
we
could
otherwise
just
add
a
dozen
people
to
the
motorcycle
unit
and
have
a
pretty
similar
effect
with
that
economy
of
scale
that
that
I
think
is
probably
more
and.
B
And
that's
helpful
and
especially
as
we
think
about
other
units
or
divisions
or
positions
that
are
created,
the
Community
Engagement
office,
Nora
Bastian,
you
know
all
these
folks
can
inform
different
pieces
of
this
enforcement.
Conversation.
I
mean
the
campaign
that
councilor
Flynn
was
talking
about.
B
G
G
There
are
opportunities
for
for
Superintendent,
Bastian's
education,
piece
and
outreach
piece
to
team
up
with
the
motor
Celica
unit
or
the
you
know,
the
the
action
investigations
and
anyone
that
can
kind
of
help
educate
people
to
what's.
What's
the
scale
of
the
problem
and
and
what
is
it
that
citizens
and
visitors
and
business
people
can
can
do
to
help
us
achieve
our
goals
and
and
what
are
we
doing
to
facilitate
that
as
well?
So
it
does
it
all.
It's
not
nothing's
jeopardy,
Saul!
That's
all
interconnected!.
B
Right
well,
this
is
I
mean
extremely
helpful
and
I
know
Commissioner
separately,
we'll
continue
the
conversation
about
lowering
of
the
speed
limits,
sloped
streets
and
more
investments
for
those
programs
and
speed,
humps
and
structural
changes.
And
of
course,
you
know
similar
to
what
other
colleagues
have
said,
increasing
ridership
on
other
modes
of
transportation
through
the
dedicated
bus
lanes,
things
that
we
can
do
on
our
side.
You
know
the
tea
is
there,
but
you
know
there.
What
can
we
do
from
where
we
sit
to
move
the
needle
on
these
issues?
B
And
enforcement,
of
course,
is
a
big
piece
of
it,
but
people,
you
know
they
can't
wait.
This
is
at
least
for
the
district
councillors
and
in
that
largest,
but
particularly
district
councillors
is
given
the
the
number
of
constituent
cases
and
calls
we
get.
This
truly
is
a
major
issue
enforcement
or
people's
person.
A
Q
A
Year
and
and
when
we
do
ultimately,
somebody
will
raise
their
hands
to
one
of
the
csos
and
say:
hey,
you
know,
can
you
can
you
come
to
child
Street
Perkins
that
people
are
flying
by
and
then
somebody
else
will
say?
Oh
and
and
and
and
you've
been
to
those
meetings
deputy.
So
you
know,
and
it
comes
down
to,
if
you
just
don't,
have
the
people
to
send
out
there,
you
don't
have
the
people
to
send
out
there
and
I
know
if
we
had
another
hearing
right
after
this
about
unsolved
murders.
A
You'd
have
people
saying
we
need
more
police
for
that
and
if
you
had
people
about
the
opiate
crisis,
you'd
need
more
people
to
do
that.
But
the
reality
is
is
you're
stuck
in
a
Grammar
School
in
High,
Park
and
you're.
You
can
manage
forty
to
sixty
recruits
at
a
time
which
is
it's
just
not
enough,
and
and
as
we
move
along
further
there's
gonna
be
you
know.
A
You
know
we
need
to
focus
on
our
Main
Street
business
districts
where
people
are
walking
if
they
don't
feel
safe
in
the
Main
Street
business
districts,
they
don't
shop
in
our
local
stores,
they
don't
go
to
our
local
restaurants,
that's
troublesome
and
then,
of
course,
the
school
districts.
Obviously
thank
God.
We
haven't
had
anything
like
that
happen
in
a
school
district,
but
you
know
I,
look
at
the
colony
school
on
Poplar
Street
in
cap
and
Gillespie
and
I
talk
about
that
all
the
time
he
always
has
a
guy
down
there.
A
I'll
talk
to
officer
Colleen
Hill
he'll,
go
down
there
himself
and
make
sure
that
that's
a
kind
of
a
windy
turn
with
the
buses
park,
and
we
all
know
we
all
have
those
anecdotal
anecdotes.
You
know
to
talk
about
dangerous
intersections
within
our
own
district,
so
I
appreciate
your
time,
we'll
go
to
the
next
we'll
go
to
the
next
panel
now
so
deputy
and
Commissioner
and
Jen
thanks
for
coming
down,
and
we
appreciate
everything
you
do
every
day.
Thank
you
very
much.
B
A
R
B
B
R
R
You
know
I'm
speaking
as
a
representative
of
Walk
Boston,
but
I'd
be
remiss
to
not
point
out
the
number
of
crashes
that
involve
all
modes
of
transportation
in
the
city
of
Austin
I'm,
actually
going
to
bring
up
on
the
screen,
the
city
of
Boston's
Transportation
website,
the
vision,
zero
site.
If
you
just
go
to
look
at
that,
Thank
You
Kerry,.
R
So
is
this
mic
on
now
great,
so
I
just
thought.
It
would
be
important
to
kind
of
get
a
scope
of.
Why
we're
here
today
we're
trying
to
make
it
better
for
everyone
to
get
around
the
City
of
Austin,
and
so
since
we
don't
have
the
good
BPD
data,
we
do
have
pretty
decent
EMS
data.
So
the
two
things
we're
going
to
look
at
real
quick
is
the
map
that
shows,
if.
B
R
R
So
for
pedestrian
crashes,
we've
had
an
average
of
783
crashes
in
the
city
of
Boston
over
the
last
four
years.
You
know
that's
more
than
two
a
day
people
injured
on
the
streets
of
Boston
people
biking,
it's
you
know
in
2016,
424
injury,
crashes,
390
in
2017
and
425
and
2018,
and
then
people
in
cars,
drivers
and
passengers.
R
R
R
So
you
know
4,300
crashes
and
if
we
zoom
out
you
can
start
to
see
where
the
arterial
streets
are
to
those
the
heavier
lines.
You
know
I'm
sure
you
get
both
name,
what
the
what
the
problem
streets
are
in
your
own
district,
so
I
don't
really
need
to
tell
you,
but
you
know
these
crashes
are
happening
all
over
the
place.
R
B
Think
just
do
that.
You
know
we
know
it.
We
live
in
grieve
it
every
day
as
residents,
but
also
the
emails,
the
calls
and,
of
course,
having
to
respond
usually
to
the
scenes
of
these
very
accidents
and,
frankly,
all
of
them
don't
get
media
attention,
but
I
think
it's
just
for
the
sake
of
the
public.
You
know
this.
This
data
is
available
on
the
website.
I
think
some
people
know
that.
So
thank
you
for
pulling.
R
Sure-
and
you
know
that's
really-
that
missing
link
of
the
the
BTD
crashes
that
we
can't
see
what
what
behaviors
made
these
crashes
and
made
these
dots
on
the
map.
You
know,
and
we
don't
actually
know
what
level
of
injury
happened
in
these
crashes
to
so
we
can't
look
at
what
the
the
most
serious
crashes
are
and
start
targeting
those.
It
was
great
that
you've
already
been
talking
about
that
crash
analyst
position
with
BTD
within
the
Boston
Police
Department.
You
know
critical
part
of
vision.
Zero
is
analyzing
processing.
R
R
But
it's
also
the
EMS
crashes-
can
come
up
on
a
map
like
this,
because
they're
geo
coded
for
each
trip,
the
Boston
Police
data
is
not
so
you
could
have
three
separate
officers
report
to
a
site
and
it
could
look
like
three
different
intersections
from
the
crash
data.
Someone
might
write
it
up
as
Massachusetts
Avenue
and
Milne
a
Cass
Boulevard.
Someone
else
might
write
it
as
masts
and
casts
someone
else
might
read
it
as
Nell
Nia,
Cass
and
Massachusetts
Avenue.
R
That
is
a
thankless
task,
but
it
is
something
that
means
so
much
to
the
transportation
department,
so
they
can
do
their
job
and
also,
to
be
honest,
the
city
is
leaving
money
on
the
table
because
there
are
opportunities
for
other
grants
from
mass
dot,
there's
a
program
through
D
ot,
which
is
called
the
H
zip
program,
the
Highway
Safety
Improvement
Program.
That
gives
us
funding
to
communities
in
high
crash
locations
for
bicycle
and
pedestrian
incidents.
R
That's
been
going
on
since
2014.
The
funding
has
changed
a
little
bit,
but
Boston
is
never
qualified
for
that
program.
There's
also
something
in
the
executive
office
of
Public
Safety
and
security.
The
e
ops,
where
once
again
it
deals
with
crash
data
and
those
are
grants
given
to
police
departments
to
do
more
enforcement
around
dangerous
behaviors
where
there
have
been
crashes,
so
we're
missing
out
on
funding
to
make
our
streets
safer
and
then
I
just
wanted
it
before
I
turn
it
over
to
everyone
else.
R
Here,
I
just
want
to
share
one
more
thing
about
distraction
and
distracted,
walking.
I
testified
up
at
the
Statehouse
two
Falls
ago
about
a
bill
about
distracted
walking,
and
there
was
a
great
editorial
in
Toronto's,
Globe
and
Mail,
where
they,
it
actually
did
an
analysis
of
pedestrian
deaths
in
the
u.s.
from
2010
to
2014.
R
P
Thank
You
Brendan
and
thank
you
to
all
of
you
really
appreciate
and
are
grateful
to
the
council's
leadership
and
engagement
on
this
issue.
My
name
is
Becca
Wolfson
I'm,
the
executive
director
of
the
Boston,
cyclists,
Union
and,
and
our
goal
is
to
make
it
safe
and
comfortable
for
anyone
to
be
able
to
bike
safely
within
the
city
of
Boston
and
the
region.
I'm.
Also
here
representing
the
vision,
0
coalition,
a
coalition
of
organizations
working
to
make
the
streets
safer
for
everyone
and
first
you
know:
I,
want
to
acknowledge
the
complexities
of
policing
and
traffic
enforcement.
P
So
as
far
as
dissing
design
can
dis
incentivize
behavior,
we
know
that
police
officers
can't
be
on
every
corner
and
when
designed
better,
we
can
force
people
to
drive
more
slowly.
But
we
also
know
that
the
city
can't
redesign
all
of
the
streets
overnight
and
change
needs
to
happen
more
rapidly,
especially
on
arterioles,
as
Brendon
showed
us,
where
crashes
are
happening.
Most.
P
That's
why
data
analyzed
jointly
by
a
BPD
analyst,
as
we've
been
talking
about
in
conjunction
with
the
Transportation
Department,
can
inform
where
design
most
needs
to
be
changed
and
enforcement
can
be
utilized
again
with
respect
to
enforcement.
The
most
dangerous
behavior
should
be
targeting
and
that
targeted,
and
that
includes
speeding,
failure
to
yield
to
a
pedestrian
in
a
crosswalk
and
any
use
of
intimidation
for
of
any
use
of
a
vehicle
for
intimidation
or
threat
an
intentional
harm
and
those
should
be
treated
with
the
severity
they
deserve.
P
With
respect
to
data
and
the
analyst
position
again
as
Ms
Savage
already
spoke
about,
standardized
reporting
is
critical
and
it's
actually
unclear-
and
you
know,
I-
have
some
concerns
about
the
timeline
of
implementation
without
more
resources,
so
just
for
some
background
back
in
I
believe
2013
2014,
the
Boston,
cyclists
Union
and
a
team
of
12
interns
worked
to
code
police
data.
So
looking
at
the
name
and
saying
okay,
the
way
this
crash
is
described.
It's
a
right
hook.
P
It's
adoring
incident
so
that
they
could
see
what
types
of
design
and
enforcement
interventions
could
be
utilized
and
after
that
process
was
completed
in
you
know,
2014,
maybe
2015.
The
crash
process
was
supposed
to
be
transitioned
at
that
time,
so
and,
and
just
to
also
further
explain
why
the
distinction
between
the
types
of
crash
data
that
we
have
is
important
right
now
we
only
have
EMS
data
to
analyze
and
in
every
case
of
a
crash
we
encourage
people
to
report
the
crash,
and
you
may
or
may
not
be
aware
that
cyclists
are
incredibly
Hardy.
P
So
if
a
cyclist
is
hit
someone's
hit
while
biking,
they
might
think
I'm
fine
and
then
realize
the
next
day
later
that
day
that
they
require
medical
treatment.
That's
happened
to
me
twice
and
later.
That
crash
will
be
reported
to
the
police
if
EMS
didn't
respond
and
show
up
that
data
is
never
utilized
in
the
vision,
zero
analysis.
So
it's
critically
important
that
when
crashes
are
reported
to
the
police,
that's
incorporated
into
vision,
zero
strategy.
It
is
in
Cambridge
in
Somerville,
and
it's
not
in
BPD
in
Boston,
because
this
automated
crash
system
does
not
exist.
P
I'm,
actually
gonna
read
a
couple
two
stories
and
I'll
try
to
be
as
brief
as
possible
from
folks
who
were
hit
in
crashes
and
the
treatment
and
response
by
the
police
department.
These
two
crashes
that
I'm
gonna
read
aloud
happen
seven
years
apart.
So
the
first
one
is
a
resident
of
Jamaica
Plain
in
2011,
and
these
are
her
words
in
2011
around
6:30
p.m.
while
the
Sun
was
still
out
and
the
weather
and
road
conditions
were
clear.
P
I
was
riding
my
bike
on
Cory
Street,
headed
towards
Newton,
as
I
as
a
whereas
I
was
riding
downhill
after
Weld
Street.
At
the
light
at
VFW,
Parkway
I
became
aware
that
a
car
was
driving
behind
me.
We
got
the
green
light
at
the
f/w
Parkway
and
the
car
passed
me
in
the
long
intersection
without
warning.
The
car
turned
into
the
driveway
of
the
gas
station
and
hit
me
as
I
was
writing.
This
type
of
crash
is
known
in
the
cycling
world
as
a
right
hook
where
the
car
turned
right
immediately
in
front
of
me.
P
Leaving
me
no
option
other
than
to
be
hit
by
the
car.
I
was
thrown
from
my
bike
onto
the
hood
of
the
car
and
then
to
the
ground
suffering
a
spinal
cord
injury.
Three
ruptured
discs
in
my
neck:
concussion,
partial,
thickness,
rotator,
cuff
tear
in
my
right
shoulder
and
a
good
deal
of
scraped
and
bleeding
skin
surface,
which
is
called
road
rash
by
cyclists.
All
told
I
spent
about
a
week
as
an
inpatient
in
the
hospital
and
continue
to
have
pain
from
the
spinal
cord
injury,
which
requires
medication
for
the
rest
of
my
life.
P
P
The
driver
gave
hers
at
the
scene
which
included
I,
didn't
see
her,
and
she
must
have
been
speeding
up
to
pass
me
on
the
right
when
I
didn't
hear
from
a
police,
detective
I
contacted
district
iam
was
connected
to
an
officer's
voicemail
I
called
three
or
four
times
within
the
span
of
ten
days
and
never
received
a
return.
Call
I
then
found
another
officer
not
assigned
to
the
crash,
who
got
in
touch
with
me
almost
immediately
and
facilitated
a
response
from
the
other
officer.
P
The
officer
finally
interviewed
me
over
the
phone
and
after
many
more
calls
and
emails,
told
me
that
he
wasn't
that
he
was
closing
my
case
without
he
further
informed
me
that
I
should
feel
lucky
that
I
wasn't
cited
for
trying
to
pass
on
the
right
of
note.
I'd
provided
this
officer
with
mg/l
citations
that
pertain
directly
to
my
case,
asking
that
he
cite
the
drivers
she
had
violated
Mass
General
law.
P
He
declined
to
do
this
and
further
told
me
that,
in
his
opinion,
bicycles
did
not
belong
on
the
road
at
all,
and
cyclists
should
use
only
off-road
bike
paths.
He
told
me
that
he
blamed
by
can
automate
automobile
crashes
on
bike
lanes
that
had
been
painted
on
Boston
roadways
and
informed
me
that
he
was
the
soldier
yeah.
A
Here's
a
bash
in
one
police
officer.
One
incident
want
to
go
down
that
road
heard
from
the
deputy
who
is
agreeing
with
you
know
just
about
everything,
we're
all
trying
to
move
we're
all
rolling
in
the
right
direction.
So
this
sounds
like
you're
kind
of
picking
on
one
police
office
of
one
incident.
We
don't
have
the
other
side
of
that
case
yeah.
So
can
we
just
kind
of
yes
yeah
yeah
I
mean
this
is
where
the
training
piece
comes
in.
But
you
know
again,
we
don't
know
what
both
sides
of
the
story
was
sure.
P
So
we
want
to
point
out
that
the
police
do
need
more
resources
and
they
do
need
better
training
on
how
to
handle
traffic
stops
and
incidents
of
crashes
and
want
there
to
be
full
alignment
from
the
department
from
the
mayor
from
the
commissioner
on
how
to
handle
crashes
and
how
to
protect
the
most
vulnerable
people.
Okay,.
O
Hi
thanks
I'm
Stacy
Thompson,
the
executive
director
of
livable
streets,
Alliance
and
member
of
the
Massachusetts
vision,
zero
coalition
and
while
livable
streets
is
a
lot
of
things.
My
job
today
and
my
only
job
today
is
to
talk
to
you
about
automated
enforcement
and
it's
a
complicated
topic
and
I
know
that
there
are
members
of
the
public
who
would
love
to
provide
their
statements.
O
So
I'm
gonna
go
quickly
and
I
have
three
things
to
do
today,
to
provide
high-level
context,
to
tell
you
what
is
happening
at
the
Statehouse
and
to
provide
a
couple
of
things
that
I
do
think.
The
City
Council
could
show
leadership
on
to
move
this
issue
forward.
So
you
know
the
high-level
takeaway
is
that,
given
the
number
of
crashes
in
Boston,
we
can't
ask
our
police
to
be
superheroes.
There
are,
is
no
number
of
police
officers
that
we
could
put
on
every
corner
to
address
this
problem
meaningfully,
and
we've
talked
about
that.
O
So
you
know
what
we
would
say
affirmative
ly
is
that,
when
deployed
properly,
automated
enforcement,
specifically
speed
cameras
and
red-light
cameras
have
been
shown
to
effectively
reduce
unsafe
driving,
behavior
the
number
of
crashes
and
the
severity
of
crashes
and
those
three
things
really
matter
for
context.
In
the
United
States
red
light,
camera
programs
exists
in
388,
municipalities
and
speed
pro
speed.
Camera
programs
exist
in
137
municipalities
that
is
I
think
earlier
today,
someone
said
that
these
were
being
rolled
back.
O
That
is
not
in
fact
the
case
in
certain
municipalities,
where
important
measures
haven't
been
implemented,
which
I
will
talk
about,
and
our
friends
at
the
ACLU
will
talk
about
they're
being
rolled
back
when
they're
deployed
properly,
they
really
work,
and
so
that's
what
I
want
Boston
to
think
about
in
terms
of
why
we're
excited
about
this,
the
advantages
of
automated
enforcement
include
that
speed
cameras
like
really
focus
on
reducing
speed
and
the
number
of
crashes.
When
you
employ
red
light
cameras,
they've
been
found
to
reduce
the
overall
severity
of
crashes.
O
So
when
you
think
about
the
difference
between
someone
having
a
life-changing
injury
versus
maybe
a
little
bit
of
a
fender
bender,
those
things
matter,
they
also
allow
for
police
officers
to
not
be
put
in
dangerous
situations.
Oftentimes.
We
ask
police
officers
to
stand
in
really
dangerous
intersections
and
on
really
dangerous
roadways
and
put
themselves
in
danger.
So
you
know
there
there
is
the
ability
to
protect
our
officers
so
that
we
can
deploy
them
more
safely
in
other
places
and
the
ability
for
continuous
enforcement.
O
What
we
learned
on
the
Longfellow
bridge,
where
they
do
have
those
bleed
speed,
flasher
signs
is
that
when
they
deploy
the
State
Police
for
a
week,
they
handed
out
a
few
hundred
tickets
and
then,
as
soon
as
those
those
police
officers
left,
the
speeds
went
straight
back
up.
Cameras
ensure
24
hours
a
day,
seven
days
a
week
to
enforcement,
which
again
we
cannot
ask
our
officers
to
do
and
I
think.
Most
importantly,
they
remove
the
ability
or
the
reality
of
implicit
bias
or
racial
profiling
cameras
when
deployed
properly.
O
Take
that
that
sort
of
element
of
enforcement
out
of
the
mix
I
do
want
to
be
real.
That
there
are
concerns
around
automated
enforcement,
and
if
we
want
to
take
this
approach,
we
need
to
consider
them.
First
and
foremost,
there
are
contract
issues,
concerns
that
camera
programs
could
be
implemented
just
to
bring
in
revenue.
I'll
explain
why
I
think.
What's
what
we
are
proposing?
The
Statehouse
moves
around
that
privacy
issues
which
de
sel,
you
will
speak
about
more
directly,
but
certainly
concerns
that
camera
data
could
be
subpoenaed
at
that.
O
It's
another
way
for
the
government
to
monitor
what
we
do
need
to
talk
about
those
issues
and
on
the
flip
side
of
the
equity
coin,
we
need
to
be
careful
that
they
are
not
overly
implemented
in
communities
of
color
and
that
there
are
some
good
parameters
to
make
sure
that
they
are
deployed
properly
and
that
the
fines
don't
cause
undue
burden.
What
we
would
say
is
that
the
point
of
automated
enforcement
is
to
not
raise
revenue.
If
you
see
really
high
fines
to
us,
that's
a
problem.
O
We
want
to
change,
behavior
and
and
having
a
consistent
program
with
low
fines,
achieves
that
and
for
folks
who
have
unstable
housing,
they
may
have
trouble
getting
notice
in
the
mail.
So
it's
one
of
those
equity
components
that
we
just
need
to
be
aware
of.
So
what
does
this
mean
for
Boston?
Today?
The
commissioner
mentioned
that
the
mayor
did
propose
a
bill
at
the
Statehouse
focus
on
block
the
box
and
school
bus
violations.
O
There
is
a
second
bill
that
Senator
Browns
Berger
submitted
that
the
vision
0
coalition
supports
it's
SD,
one
four,
six
one
and
we
can
send
you
the
full
scope
of
legislation.
We
support
it
because
it
focuses
on
the
most
dangerous
behavior,
those
being
speeding
and
intersection
red-light
violations.
It
also
includes
some
of
the
safe
holds
that
we
think
are
really
important,
which
means
that
the
maximum
penalty
is
$25.00
for
a
violation,
I
believe
the
mayor's
upwards
of
200,
which
is
an
equity
concern.
O
O
It
requires
notification
of
the
community
education.
There
are
lots
of
safe
holes
around
how
many
can
be
deployed
in
a
community
and
requirements
that
you
use.
The
great
data
that
we
are
saying
the
city
must
collect
to
put
these
cameras
in
the
most
dangerous
places.
It
also
has
a
good
bit
of
information
around
requirements
that
the
city
or
town
must
submit
annual
reports
to
mascot
listing
the
locations
of
the
camera,
proving
that
there
isn't
racial
bias
in
some
of
this
stuff.
O
So
all
in
all,
I
think
that
there
is
actually
some
great
stuff
at
the
Statehouse
right
now
and
in
terms
of
what
the
City
Council
could
do
to
move
forward.
I
would
say
there
are
two
things
and
we'll
get
into
a
little
bit
one
of
these
more
in
a
minute,
but
the
city
of
Cambridge
recently
adopted
a
surveillance
data
protection
ordinance
and
it's
it's
similar
to
what
has
been
used
in
Seattle,
and
that
is
something
that
the
council
here
could
do
to
protect.
O
O
Secondarily,
I
do
think
that,
because
there
are
multiple,
automated
enforcement
bills
at
the
house
and
that
they
they
cover,
really
really
important
things,
and
there
were
varying
perspectives
here
that
perhaps
there
is
an
ability
for
a
working
session
or
or
a
way
for
the
council
to
get
more
on
the
same
page
about
what
you
do
and
do
not
support
and
and
maybe
more
space
for
us
to
dig
in
I'm
also
happy
to
answer
questions
but
I
know
others
want
to
speak.
So
thank
you.
S
Afternoon
my
name
is
Emiliano
Falcone
I'm,
a
civil
liberties
and
Technology
Policy
Council
at
the
ACLU
of
Massachusetts
and
I'm
here
on
the
ACLU
behalf,
so
I'm
here
to
discuss
the
civil
rights
and
the
civil
liberties
issues
pertaining
to
the
possible
creation
of
a
traffic
enforcement
unit
within
the
Boston
Police
Department,
and
the
use
of
automated
enforcement
technologies
like
red
lights
and
speed
cameras.
Generally
speaking,
we
have
four
primary
areas
of
concern.
The
first
one
is
the
legal
authorization
for
the
surveillance.
The
second
one
is
the
disparate
impact
under
racial
justice.
S
The
third
one
is
the
privacy
and
other
practices,
and
the
fourth
one
is
the
ongoing
oversight,
transparency
and
accountability,
but
before
I
get
into
more
detail
about
those
issues,
allow
me
to
tell
a
story
about
something
that
happened
in
Boston
in
recent
years
as
an
example
of
what
the
city
should
not
do.
In
the
summer
of
2015
officials
in
Boston's,
Transportation
Department
received
a
call
from
an
independent
journalist
named
Kenneth
lip
while
doing
research
online
lip
had
discovered
a
plain
text:
database
of
license-plate
weather
information
created
and
maintained
by
the
Transportation
Department.
S
The
database
contained
approximately
1
million
records,
including
the
home
addresses
of
people
with
Boston
parking
permits,
their
license
plate
numbers
on
a
list
of
2,500
or
so
people,
apparently
designated
by
the
FBI
and
the
Boston
Police
Department
are
suspected
gang
members
or
terrorists.
This
database
was
not
password
protected,
so
leap
was
able
to
peruse
the
records
after
he
notified
the
city.
The
system
was
locked
down,
but
we
don't
know
how
many
other
people
access
the
information
before
lips
reporting
led
the
city
and
its
surveillance
contractors
to
take
basic
security
seriously
data.
S
In
2015,
hackers
stole
the
personal
information
of
22
million
government
employees
and
contractors
from
the
office
of
personal
management,
including
Social
Security
numbers
people
who
saw
their
data
compromised,
included
everyone
who
had
applied
for
a
US
government
security
clearance,
meaning
that
the
government
failed
to
protect
sensitive
data
about
to
us,
spies,
military
leaders
and
intelligence
and
intelligence
analysts.
It
is
very
difficult
to
protect
digital
information.
That
means
every
time
a
city
agency
takes
the
steps
to
begin
collecting
new
types
of
sensitive
data.
S
Our
residents
using
surveillance
technology,
elected
officials
and
residents
should
ask
and
get
answers
to
basic
questions
about
how
the
technology
works.
Who
will
have
access
to
the
data
under
what
circumstances,
how
the
information
can
and
cannot
be
used?
What
security,
transparency,
accountability
and
oversight
mechanisms
will
exist
to
ensure
the
system
and
its
data
is
not
media,
misused
or
abused?
S
Ultimately,
residents
elected
residents
and
elected
officials
should
decide
whether
the
possible
benefits
to
use
in
the
technology
outweigh
the
possible
harms
and
only
adopt
a
tool
that,
after
a
clear
democratic
consensus
in
favor
of
doing
so,
but
with
respect
to
red
light
and
speed
cameras.
The
first
soft
cycle
to
Boston
for
Boston
officials
is
a
state
law
in
Massachusetts.
Cities
cannot
use
traffic
informant
enforcement
cameras
unless
they
are
authorized
by
the
state
legislature.
S
We
understand
there
is
proposed
legislation
on
Beacon
Hill
that
would,
if
enacted,
provide
communities
with
state
authorization
to
use
red
light
and
speed
cameras,
but
no
such
law
exists
today.
Similar
legislation
has
not
advanced
in
recent
years,
suggesting
it
may
be
premature
for
the
city
of
Boston
to
spend
precious
tax
dollars,
creating
a
traffic
enforcement
unit
for
the
Boston
Police
Department.
S
If
that
unit
intends
to
focus
its
work
of
automated
enforcement,
something
it's
not
clear-
the
legislature
will
allow
in
the
short
term
or
ever,
if
the
legislature
finally
authorizes
the
use
of
this
cameras,
either
this
legislative
session
or
in
a
future
session.
The
city
of
Boston
will
have
many
questions
to
work
through
before
deciding
to
implement
more
surveillance.
S
First
of
all,
the
city
must
consider
disparate
impact,
racial
justice
and
the
history
of
the
Boston
Police,
targeting
black
and
brown
neighborhoods
for
surveillance
in
2013,
a
journalist,
Shawn
Musgrave
discovered
that
the
Boston
Police
Department
has
been
using
license
plate
readers
without
any
legislative
authorization
and
absent
a
public
debate.
The
result,
the
BPD
cameras
were
disproportionately
used
to
monitor
motorists
in
lower-income
and
communities
of
color,
Dorchester,
Mattapan
and
Roxbury.
The
only
metric
that
should
decide
the
placement
of
any
hypothetical
future
cameras
should
be
data-driven.
S
Evidence
pertaining
to
accident
rates
and
objective
assessments
that
confirm
cameras
in
those
specific
locations
will
reduce
crashes,
leaving
it
up
to
the
police
department
to
decide
where
to
place.
Cameras
could
result
in
the
placement
of
cameras
in
lower
incomes
and
communities
of
color
when
there
is
no
Public
Safety
justification
for
doing
so.
The
ACLU
will
strongly
oppose
any
effort
to
accelerate
the
over
policing
of
lower-income
and
black
brown
and
immigrant
communities
under
the
guise
of
neutral
traffic
enforcement.
S
All
possible
future
decisions
about
where
to
locate
the
cameras
must
be
made
with
objective
parameters
in
mind
and
with
community
and
council
involvement.
Second,
the
ACLU
is
very
much
concerned
about
the
privacy
rights
of
almost
onions
before
the
city
decides
to
implement
any
new
surveillance
technology.
It
must
ask
and
answer
questions
related
to
data
collection,
retention,
management
sharing
and
access.
S
Who
decides
what
information
will
be
collected
and
where
it
will
be
stored?
Will
contractors
or
other
private
companies
have
access
to
the
data?
Who
will
own
information,
the
city
or
the
contractors?
How
will
they?
How
will
the
data
be
protected
after
it
is
collected
both
through
technical
and
human
safeguards?
How
long
will
information
be
retained?
Who
will
have
access
to
information
for
what
purposes?
How
will
the
council
ensure
the
BPD
is
following
the
rules?
Who
will
order
the
system
to
ensure
it
is
not
being
abused?
S
What
accountability
mechanism
mechanisms
will
exist
to
ensure
people
have
a
right
to
sue
the
government
or
otherwise
take
action
if
their
rights
are
violated?
In
recent
weeks,
unfortunately,
we've
learned
that
we
have
learned
that
a
true
relationship
between
the
Boston
Police
Department
and
immigration.
Customs
Enforcement
includes
a
special
task
force
and
behind
closed
doors,
information
sharing
to
make
sure
the
city
lives
up
to
its
commitment
to
protect
immigrants
and
our
residents.
The
City
Council
should
ensure
that
the
above
questions
and
more
are
answered
clearly
in
a
legally
enforceable
policy
before
green-lighting
any
new
surveillance
technique.
S
The
council
should
also
review
all
existing
BPD
surveillance,
information
sharing
and
collaboration
issues
where
ice
is
concerned.
Additionally,
we
strongly
urge
the
council
to
forbid
the
police
from
using
traffic
enforcement
cameras
to
take
pictures
of
people's
faces.
The
council
should
generally
with
the
BPD
from
using
facial
recognition,
facial
effect,
analysis
and
other
biometric
tracking
software
in
any
of
its
law
enforcement
functions.
S
An
essential
part
of
the
exercise
of
civil
liberties
is
a
freedom
to
be
left
alone.
The
use
of
traffic
enforcement
cameras
in
modern
cities
means
the
presence
of
yet
more
surveillance
devices
tracking
our
every
move
being
watched,
all
the
time
conspires
against
our
core
freedoms,
and
these
issues
are
not
going
away.
No
matter
what
the
state
legislature
decides
with
respect
to
automated
traffic
enforcement
as
artificial
intelligence,
big
data
and
automation
continues
to
change
every
area
of
our
lives.
The
pool
of
so-called
smart
city
devices.
S
Sorry
that
bring
more
tracking
and
surveillance
of
residents
will
become
stronger
to
address
this
ongoing
threat
to
our
personal
autonomy
and
autonomy
and
collective
Liberty
Boston
should
pass
a
community
control
over
police
surveillance
ordinance.
Such
an
ordinance
would
democratise
the
government
procurement
process
when
agencies
contemplate
using
surveillance
technologies
and
provide
a
framework
for
ongoing
accountability,
the
transparency
and
oversight
over
any
approved
surveillance
programs.
Last
year,
Cambridge
and
Lawrence
joined
approximately
a
dozen
other
communities
nationwide.
S
In
passing
this
laws
to
ensure
our
city
operations
aligned
with
our
balanced
values
Boston,
should
it's
not
clear
that
Boston
is
ready
for
a
debate
about
traffic
cameras,
specifically
because
no
state
various
buzz,
but
as
the
city
continues
to
deliberate
over
how
to
protect
pedestrian
and
cyclist
safety
and
struggles
with
decisions
regarding
surveillance
and
privacy?
More
generally,
we're
happy
happy
to
offer
the
ACLU
as
a
resource.
S
B
Thank
you
and
thank
you
for
the
testimony
and
submitting
it
in
written
form,
appreciate
it
and
just
sort
of
an
aside
note,
council
McCarthy
will
step
back
in
have
continued
conversations
or
started
conversations
with
councillor
McCarthy,
councillor
Wu,
as
well
as
myself,
with
respect
to
surveillance,
ordinance,
we
had
one
hearing
and
we
will
continue
those
conversations,
because
it's
very
important,
but
thank
you
all
for
being
here.
I,
don't
have
a
lot
of
questions.
This
was.
It
was
important
to
have
this
perspective.
B
It's
always
important
to
have
this
perspective
with
respect
to
any
issue
we're
talking
about
the
city
of
Boston,
around
transportation,
traffic
concerns,
multi
modes
of
transportation,
etc.
So
saying,
thank
you
to
each
of
you
for
the
work
that
you
do.
Yes,
there
is
a
sense
of
urgency
and
and
and
I
think
you
sort
of
got
to
that
people
are
dying,
and
so
we
have
to
step
this
up
and
we
have
to
ramp
this
up
and
we
have
to
be
creative.
We
have
to
think
outside
the
box.
B
In
addition,
this
idea
of
leaving
money
on
the
table
is
a
is
a
problem
and
I
think
it's
a
it's
a
great
point
and
I
sort
of
put
a
star
next
to
it
to
say
we
need
money,
there's
money
Wow,
you
know,
so
we
have
to
step
it
up.
Even
for
that.
For
that
reason
alone,
the
only
effect
people
are
dying,
but
for
this
reason
of
there's
money
out
there
to
do
this
work
and
in
a
better
way
and
the
City
of
Boston
should
be
at
the
forefront
in
this
work.
B
And
lastly,
I
say
a
couple
of
points:
I
know
that
this
the
particularly
around
the
enforcement
cameras-
that
is
a
state
issue
but
anytime,
this
state,
is
what
I
mean
by
that
is
state
legislation,
state
authority,
but
right
now
that
bill,
which
I
hope
Stacey
you
will
make
sure
which
I
have
the
talking
points
that
all
the
questions
really
helpful.
Information
is
shared
with
the
council,
so
we
can
share
it
publicly.
B
Is
this?
You
know
creating
an
option
where
the
a
city
can
opt
in
or
out
so
as
the
state
is
having
these
conversations,
I
think
is
extremely
important
that
we
to
be
having
the
conversation
to,
and
it's
come
up
in
different
spaces,
so
whether
it's
a
working
session
or
joining
a
conversation
held
by
some
of
the
coalition
members
happy
to
do
that
and
Stacey's
chiming
wanting
to
chime
in
and
go
right
ahead.
I
do.
O
Just
want
to
clarify
that
the
way
that
the
legislation
is
written
is
that
it's
a
municipal,
opt-in
and
it's
been
made
very
clear
that
you
guys
couldn't
do
a
home
rule.
There
are
all
kinds
of
reasons
around
it,
but
I
would
say
that
the
tremendous
leadership
that
council
showed
on
speed
limits
contributed
to
that
to
that
moving
in
the
Statehouse,
and
so
I
would
respectfully
disagree
and
say
that
this
is
actually
the
moment
to
really
dig
in
around
camera
enforcement
so
that
we
can
get
it
right
and
and
demonstrate
again
statewide
leadership
together.
Thank.
B
You
and
and
you're
exactly
right,
I
love
the
council.
I
would
talk
about
the
council
and
the
power
of
this
institution
to
effectuate
change,
not
just
to
hold
the
administration
accountable,
but
to
move
the
needle
on
pressing
issues,
and
so
I'll
continue
to
stay
in
contact
with
all
of
you
on
the
data
piece.
The
funding
of
the
traffic
analyst
position,
the
back-and-forth
on
the
traffic,
automated
cameras
and
and
what
those
can
look
like,
and
some
of
the
other
pieces
that
came
up
today
as
well.
B
I,
don't
like
wasting
time
and
I
think
this
was
a
great
start,
a
lot
of
information.
But
there's
a
lot.
That's
shared
that
we
could
actually
probably
move
on
quickly,
including
with
BPD
around
training,
not
just
for
anyone
who's
actually
doing
the
traffic
stops,
but
everyone
in
the
Department
in
responding
appropriately
to
people
who
are
bringing
forth
legitimate
complaints.
So
thank
you
guys
and
thank
you.
Council
McCarthy
as
well
and
I
want
to
give
any
time
back
to
frankly,
the
people
who
have
want
to
get
public
testimony
yeah.
D
Thank
You
mr.
chairman
into
the
council
president,
as
well
and
I
apologize
for
stepping
out
for
a
while
I
had
another
meeting
with
some
students
in
the
public
schools.
But
I
want
to
thank
the
four
panelists
for
being
here
and
I'll
review
the
record
later
this
evening.
But
I
do
think
that
pedestrian
safety
is
the
top
issue
facing
our
city.
D
And
you
know
what
there
was
an
important
role
in
City
Council
played
and
working
closely
with
with
the
mayor's
office
on
at
least
getting
the
the
debate
going
on
reducing
the
speed
limit
from
25
to
20.
But
we
heard
the
message
loud
and
clear
from
residents
across
Boston.
We
they
thought
that
25
miles
an
hour
is,
is
too
fast
and
they
want
to.
They
want
a
reduction
till
at
least
20,
and
we
hear
everyday
from
residents
about
the
vast
speeds
that
are
in
taking
place
in
our
city.
D
And
what
else
can
we
do
to
make
make
the
streets
safer
for
pedestrians,
for
cyclists
for
those
the
driving
vehicles,
but
I
also
think
that
public
service
announcements
are
critical
to
update
everybody
on
the
rules
of
the
road
and
exactly
what
is
expected
of
people,
including
you
know,
including
a
robust
social
media
presence
as
well
and
I
do
agree
with
the
council
president.
The
transportation
analyst
position
is
is
critical
and
that's
an
important
role.
The
City
Council
can't
play
during
this
budget
debate
is
advocate
for
for
that
position
into
the
budget.
D
A
Mr.
Jimmy,
thank
you
much
counsel,
Flynn
thank
to
the
panel
for
being
here
again.
I
think
we're
all
rolling
in
the
right
direction.
We
just
got
to
get
to
the
finish
line,
so
I'm
gonna
dismiss
the
panel
and
we
have
several
people
who
want
to
give
public
testimony.
We
have
two
microphones,
so
if
we
can
line
up
ones
and
twos
that'll
be
fine,
if
you're
still
in
the
chamber,
Steve
Jonas.
H
B
R
L
L
For
yourself,
it
seems
that
the
risk
of
this
happening
is
rising
at
a
rapid
rate
as
a
daily
pedestrian
in
our
fine
city,
I
have
witnessed
the
rampant
increase
in
the
incidence
of
vehicles,
running
red
lights
and
doing
so
at
high
speeds.
Yesterday,
I
testified
at
City
Council
hearing
on
street
safety.
My
message
is
that
enforcement
of
traffic
violations
has
become
almost
non-existent,
so
there
are
no
consequences
to
disregarding
the
traffic
safety
laws.
As
a
result,
more
motorists
are
doing
just
that
at
the
peril
of
pedestrians,
bikers
and
other
motorists.
L
You
know
better
than
I
that
in
2017
they're,
approximately
4,500
serious
crashes
reported
that
required
EMT
response,
approximately
1,300
of
which
involve
pedestrians
or
bikers.
This
is
not
going
in
the
right
direction.
I
am
a
strong
advocate
for
Boston
to
urgently
pilot
the
use
of
readily
available
and
that
economically
viable
technology
tools
to
help
address
this
issue.
Automated
enforcement
systems
that
utilize
camera
systems
to
site
vehicles
that
run
red
lights
in
our
speed
are
now
in
use
widely
across
the
u.s.
L
Massachusetts
Statehouse
has
and
will
consider
legislation
to
pry
municipalities
with
the
latitude
to
use
these
technologies.
Passage
of
these
changes
will
be
much
easier
with
support
and
pull
from
the
city
of
Boston.
Mr.
mayor
I
am
pleading
with
you
to
take
a
stand
on
this
issue
and
provide
the
leadership
that
will
be
necessary
to
tip
the
scales
just
go
a
long
way
towards
making
our
streets
safer
for
all.
Thank
you.
I
got
no
response
to
that.
Of
course,
there's
very
little
enforcement
of
Boston.
It
varies
widely
by
neighborhood.
L
I
walk
a
lot
of
the
public
garden
Boston
common
area,
downtown
you'd,
never
see
a
police
officer,
I've,
never
seen
a
motorcycle
officer
by
seventeen
years
of
living
in
downtown
Boston,
so
they're
patrolling
someplace,
but
they're
not
patrolling
there.
The
four-lane
highways
around
the
public
garden
are
Speedway's.
People
run
red
lights,
rampantly
at
the
article
from
the
Boston
Globe
on
lack
of
enforcement.
L
There's
data
that
was
cited
by
Stacey
on
the
number
of
municipalities
and
the
list
of
them
in
the
United
States,
and
it's
growing
that
are
using
this
and
I
wanted
to
provide
to
the
to
the
council.
The
most
recent
study
of
the
New
York
City
red-light
camera
pilot.
That's
now
in
its
15th
year
of
operation,
this
is
not
new.
New
York
was
the
first
it's
15
years
in,
and
some
of
the
data
from
this
study,
which
is
excellent
and
I,
recommend
that
it
be
reviewed
red-light
violations
that
the
enforced
intersections
are
down.
L
There
are
notices
of
liability.
The
fine
is
only
$50
to
Stacey's
point
of
having
something
modest.
Those
$50
tickets
have
added
up
to
a
quarter
of
a
billion
dollars
of
net
funds
that
are
available
in
Washington
DC,
which
has
had
a
camera
system
in
place
for
a
long
time.
The
fine
is
a
hundred
and
fifty
dollars,
not
fifty
dollars
in
Denver
of
the
fine
fine
for
a
first
offense
is
a
hundred
and
fifty
dollars.
The
second
advances
two
hundred
and
fifty
dollars.
L
You
know
there's
a
wide
range,
but
the
point
is
these:
things
aren't
placed
in
a
lot
of
big
cities
in
the
United
States.
A
lot
of
learning
has
been
done.
Many
of
the
concerns
raised
by
the
ACLU
and
others
have
been
addressed.
We're
not
early
we're,
not
late,
but
there's
a
lot
of
knowledge
that
could
let
us
put
this
in
place.
I
agree
that
there
is
no
number
of
police
officers
we
could
hire
and
make
the
city
streets
safe.
I
mean
the
next
officer
is
going
to
make
them
safer,
but
to
make
them
safe.
L
We
need
something
bold.
What
I
heard
from
the
from
the
police
and
from
the
Transportation
Department
today,
I
consider
to
be
timid
and
moving
at
a
very
slow
pace
and
as
pedestrian
I
think
that
the
life
safety
issue
is
very
important.
We
talked
about
data
crash
data,
I
mean
when
I'm
crossing
the
street
with
my
grandkid
and
the
fourth
car
in
the
line
of
three
that
stopped
go
speeding
through
the
red
light.
It
didn't
result
in
a
crash,
that's
going
to
show
up
his
data,
but
it's
a
life
safety
issue.
L
I
was
emailing
with
councilor
Campbell,
as
I
returned
from
four
days
as
a
pedestrian
in
Manhattan,
where
all
the
cars
stopped
at
red
lights.
It
was
like
being
in
in
a
different
civilization.
It
was
crazy.
In
New,
York
I
came
back
to
Boston
I
got
off
the
train
at
Back
Bay
Station
at
every
intersection
that
my
wife
and
I
walked
through
from
Back
Bay
Station
to
our
home.
Cars
ran
the
red
light
every
single
one.
L
There
were
no
reported
crashes,
no
one
was
killed,
but
that's
what's
happening
in
the
city
every
day,
so
I'm
a
huge
fan
of
automated
enforcement
I'd
like
to
leave
this
one
with
you.
If
I
could
I
didn't
bring
15
copies,
I
apologize,
but
I
can
make
it
available
to
you
and
thank
you
for
your
leadership
on
thanks.
K
Afternoon,
thanks
to
all
of
you
who
are
still
here
and
watching
at
home,
my
name
is
Sarah
Kleinschmidt
I
am
a
resident
of
Cambridge,
but
I
come
to
you
as
a
Boston
commuter
and
as
a
physician
in
the
emergency
department
at
Boston
Medical
Center
over
the
last
about
15
years,
I
had
been
treating
people
who
were
injured
by
cars
and
trucks
on
our
roads.
The
first
fatality
I
ever
saw
was
a
cyclist
who
was
hit
by
a
car
and
left
to
die
on
the
roadside.
K
Every
shift,
I
work,
I
see
people
who
have
been
hit
and
injured
from
scrapes
and
bruises
to
devastating
injuries
that
land
people
in
critical
care
and
lead
to
death.
So
this
is
a
very
personal
issue
to
me
for
a
long
time.
I
thought
these
were
unfortunate.
Accidents
and
I
wondered
what
sort
of
incremental
changes
we
could
make
to
change
this
pattern.
K
Maybe
we
need
a
little
bit
more
paint
here,
a
few
more
bike
helmets
there,
unfortunately,
that
all
changed
last
October
10th
I
myself
was
cycling
to
work
along
Mass
Ave
and
our
brand
new
protected
bike
lane
was,
as
usual,
blocked
at
the
Dunkin
Donuts
I
went
into
the
travel
lane
and
a
driver
became
upset.
He
intentionally
harassed
me
honking,
expressing
that
he
wanted
me
off
the
road
with
some
very
Bostonian
language
and
gestures,
and
then
he
turned
his
car
towards
me
accelerated.
K
While
he
was
yelling
at
me.
I
deal
with
life
and
death
situations
every
day
and
I
genuinely
feared.
For
my
life,
I
was
trapped
between
a
car
trying
to
assault
me
and
hurt
me
and
a
lane
of
oncoming
traffic
I
braked
I
braced.
He
hit
me
and
I
skidded
across
the
pavement.
As
I
watched
him
drive
away,
I
immediately
and
perhaps
naively
called
the
Boston
Police
Department.
They
responded.
I
immediately
told
them
the
description
of
the
car,
the
driver,
the
license
plate,
the
direction
of
travel
as
I
bandaged
up
my
injuries.
K
I
took
note
of
the
five
surveillance
cameras
that
were
visible
in
broad
daylight
from
that
spot
and
then
nothing
happened.
A
report
was
filed.
Classifying
this
as
an
accident,
because
I
did
not
call
EMS
I
am
myself
a
physician.
This
never
ended
up
in
your
vision,
zero
data.
The
data
did
go
to
a
couple
chiropractors
and
injury
lawyers,
but
there
was
no
investigation.
There
were
no
charges
and
there
nothing
to
prevent
this
sort
of
incident
from
happening
in
the
future,
and
this
is
not
against
those
specific
officers.
K
They
were
doing
their
jobs,
but
those
jobs
are
obviously
within
a
system
of
district,
auto
investigators
that
led
to
no
investigation.
The
officer
who
responded
on
scene
said:
oh
yeah,
we
see
this
sort
of
road
rage
incident
all
the
time,
but
he
told
me
he'd,
never
seen
anyone
press
charges
or
have
charges
brought
forth.
The
auto
investigator
who
I
spoke
to
a
couple
times
said:
yeah
I'll
get
to
it
when
I
get
to
it.
But
I
have
a
lot
on
my
desk
and
you're.
Not
dead.
K
Are
you
I'm
not
dead,
but
I
know
the
risks
and
I
want
to
impress
upon
you
how
dangerous
these
crashes
are.
Okay,
a
pedestrian
or
cyclist
who
gets
hit
by
a
car
at
about
30
miles
an
hour
has
about
a
20
to
25
percent
chance
of
dying.
Just
to
put
that
in
perspective,
that's
about
three
times
the
risk
of
getting
stabbed.
It's
about
the
same
risk
as
getting
shot.
K
Okay,
let's
think
for
a
second
about
what
would
happen
if
I
had
been
on
my
way
to
work
and
had
been
intentionally
shot
in
the
middle
of
mass
F,
how
our
police
would
have
responded
or
how
we
would
be
structuring
our
Police
Department.
If
every
time
people
went
to
cross
the
street
to
get
to
the
playground
or
the
bus
station,
they
were
at
risk
of
getting
shot
or
stabbed.
There
are
other
places
that
do
take
this
seriously.
Okay,
in
Somerville,
someone
was
killed
in
a
crosswalk
and
that
person
that
driver
went
to
jail
in
Roxbury.
K
Nothing
in
Beverley
a
car
ends
up
on
the
sidewalk
and
kills
a
toddler.
That's
motor
vehicle
homicide
in
Southie,
nothing.
So
this
is
an
anecdote,
but
it
is
also
a
pattern
where
I'm
not
saying
never,
but
as
a
pattern.
We
do
not
ticket
the
minor
infractions,
we
do
not
investigate
incidents
and
we
do
not
bring
charges
even
when
there
is
serious
injury
or
death
involved.
K
K
K
You
know
it
does
change
habits
enforcement
but
for
a
thought,
experiment
think
about
street
cleaning.
We
obviously
care
a
lot
about
leaves
and
our
gutters
right,
and
so
we
enforce
it.
We
have
police
who
are
assigned
to
that
detail.
We
have
tow
trucks,
we
bring
charges
and
you
know
what
people
pay
attention
and
even
in
Boston
we're
all
busy,
but
we
move
our
cars
without
that
type
of
enforcement.
A
seismic
shift
in
how
we
view
enforcement
on
our
roads.
K
We
are
going
to
keep
seeing
injuries
and
I
am
going
to
keep
seeing
those
injuries
and
those
deaths
in
my
emergency
department
and
I
have
to
listen
to
the
screams
of
those
mothers
and
the
sobs
of
those
grandchildren
and
I
have
to
look
them
in
the
eye
and
I
have
to
say
I.
Did
everything
I
could
to
prevent
that
and
that
next
time
we're
gonna
do
better?
Now,
I
am
obviously
not
a
politician.
K
I
am
NOT
a
police
officer,
I
specialized
in
after
the
crash,
but
we
need
your
expertise
to
do
everything
that
we
can
I
don't
know
if
this
involves
traffic
cameras.
That
is
a
complicated
issue,
but
I
know
that
we
need
boots
on
the
ground.
I
know
we
need
a
change
in
the
system
so
that
a
life-threatening
crash
does
not
end
up
in
the
same
pile
of
paperwork
as
somebody's
dented
Lexus
in
a
parking
lot
right.
That
is
a
systemic
issue
that
we
can
fix.
K
We
need
to
be
using
the
data
and
we
need
to
take
this
seriously.
This
is
not
a
laughing
matter,
Oh
other
places
we
get
tickets
for
this.
This
is
serious.
This
is
life
or
death,
and
this
is
everyday.
Thank
you
for
doing
your
job.
I
will
continue
to
do
mine
and
I'm
happy
to
speak
more
with
any
of
you
in
the
future.
If
it's
helpful,
thank
you.
Q
Good
afternoon,
I
must
say:
I
hesitate
to
say
anything
after
what
we've
all
just
heard
and
what
I
have
to
say
is
not
at
the
level
of
the
last
speakers
concerns
but
I.
Thank
you
both
for
having
this
hearing
and
what
was
particularly
interesting
to
me
is
to
hear
how,
in
the
exchange
with
the
superintendent,
it
was
very
clear
that
the
police
department
does
not
have
the
personnel
to
deal
with
the
issues.
Q
We're
talking
about
so
trying
to
figure
out
how
to
get
the
police
department
has
presently
structured
in
man
to
deal
with
it
is
is
not
going
to
get
us
there
I'm
fully
in
favor
of
of
you're
having
a
traffic
enforcement
unit,
but
to
the
extent
there
is
any
way,
whether
it's
through
collective
bargaining
or
whatever,
to
get
non
highly
trained
law
enforcement
officers
doing
some
of
these
things
that
do
not
require
that
level
of
enforcement.
What
this
lady
was
just
talking
about
may,
but
there
are
other
things
that
block
the
box.
Q
We
I
live
on
Beacon
Street
between
Arlington
and
Berkeley,
when
the
Fischer
security
guard
is
standing
at
the
corner
of
beacon
and
and
Berkeley,
where
traffic
backs
up
almost
over
to
councillor
Flynn's
neighborhood,
they
don't
block
the
box
and
what
has
he
done?
He
stood
there
in
a
security
guard
uniform.
That's
all
it's
a
deterrent.
Q
Now
I'm
not
saying
have
have
the
Fisher
guard
stand
there
I'm
saying
civil
personnel
in
uniforms
put
in
the
appropriate
locations
with
if
it's
possible,
I,
don't
know
if
it's
possible
with
the
authority
to
issue
tickets,
not
lock
anybody
up
and
it
just
issue
a
ticket.
If
that
could
be
done,
if
the
superintendent
and
the
union
that
says
we
don't
have
enough
personnel
to
do,
it
can
agree
to
something
like
that.
Then
least,
part
of
the
problem
can
be
addressed,
something
that
hasn't
been
mentioned,
that
I've
been
in
the
city
for
50
years.
A
Q
For
the
city
for
27,
no
I
got
that,
but
we
have
all
seen
the
the
traffic
vehicular
traffic
hugely
increase.
Then
we've
seen
the
bike
shares
that
are
docked.
Then
we've
seen
the
bike
chairs
that
are
shares
that
aren't
dock
that
come
from
Cambridge
and
are
left,
are
all
over.
You
see
the
motorized
scooters,
etc.
This
is
going
to
increase.
Q
What
you're
doing
now
is
going
to
have
to
take
into
account
what
the
traffic
vehicular
and
pedestrian
traffic
in
downtown
Boston
is
going
to
be
in
five
10
years,
and
these
vehicles
cannot
be
on
the
sidewalk.
Anything
motorized
really
can't
be
on
the
sidewalk
and
we're
seeing
it
now
all
the
time
in
downtown
Boston.
Where
do
they
go?
Maybe
they
go
onto
the
bike?
Lane
I,
don't
have
the
answer,
but
I
know
that's
going
to
have
to
be
enforced.
Whatever
the
council,
whatever
ordinance,
is
passed,
that's
gonna
have
to
be
enforced.
Q
Does
it
take
a
highly
trained
police
officer
who
can
help
protect
us
off
from
robbery,
rape
and
murder?
No,
it
doesn't
so
I'm
just
airing
a
lower
level.
Anything
else
with
the
cameras
with
with
that's
fine.
Anything
else
is
fine.
Cameras
are
delayed
enforcement.
You
go
through
the
counts
that
you
go
through
the
light
and
your
pictures
taken
and
you
you
then
get
noticed
that
you
you've
been
caught.
Well,
are
the
councillor
who
earlier
testified
he'd
been
out
in
California,
and
would
he
do
with
that?
Enforce
me
disregarded
it
now.
Q
Maybe
there's
a
reciprocity
and
they
can
catch
up
with
him
anyway,
but
getting
a
ticket
at
the
site
of
the
event
will
stick
with
you.
The
commits
the
superintendent
said
that
it
doesn't
take
every
day,
but
a
couple
of
times
a
week
over
a
couple
of
weeks,
people
will
learn.
One
of
the
folks
who
testified
here
said
no
that
doesn't
work
on
Longfellow
bridge.
It
didn't
work
well,
I,
don't
know
the
answer
intermittent
reinforcement,
they
taught
you
in
biology
and
elementary
school
works.
Both
ways
intermittent
you
get
something.
Q
If
you
do
the
act
and
you'll
you'll
end
up
doing
it
even
when
you're
not
getting
it
and
same
thing
with
punishment,
so
I'll
leave
it
at
that
I'm
I.
Thank
you
both
all
the
counselors
for
looking
at
this
issue.
It's
going
to
take
a
lot
of
steps,
but
I
would
urge
the
council
to
see
what
you
can
do
with
the
Union,
with
the
police
to
move
this
kind
of
enforcement
or
some
aspects
of
it,
at
least
out
of
the
formerly
trained
a
police
department.
Thank
you
all.
Thank
you.
A
Thank
you
very
much
thanks
everybody
for
being
here,
especially
the
panel
members
and
the
people
who
spoke
in
public
testimony.
This
has
been
docket
number
zero
one,
four
three:
it's
an
order
for
a
hearing
to
discuss
the
possibility
of
creating
traffic
enforcement
unit
within
the
BPD
and
exploring
the
pros
and
cons
of
installing
traffic
enforcement
cameras.
This
will
remain
in
committee
and
the
hearing
is
now
adjourned.