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From YouTube: Pittsburgh City Council Post-Agenda - 7/23/19
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A
Hello
and
welcome
to
Pittsburgh
City
Council's
post
agenda
for
Tuesday
July
23rd
2019.
My
name
is
Kim
Clark,
Baskin
and
I'm
your
deputy
city
clerk
with
us.
Today
we
have
our
sign
language
interpreter
Emily,
Pearson.
The
following
is
a
topic
to
be
discussed
by
Pittsburgh
City
Council.
There
will
be
an
agenda
item
at
the
request
of
councilmember
Teresa
Cal
Smith.
With
a
discussion
on
autonomous
vehicles.
There
will
be
specific
guests
that
the
Councilwoman
has
invited
to
discuss
this
topic.
Thank
you
for
tuning
in
and
have
a
wonderful
day.
B
Good
afternoon
welcome
to
Pittsburgh
City
Council's
cablecast
Post
agenda
regarding
autonomous
vehicles.
We
hold
this
post
agenda
and
I
want
to
say
that
we
called
this.
It
was
three
of
us
three
council
members
having
a
sidebar
conversation
saying
that
we
need
to
call
it
so
I
want
to
acknowledge
councilman,
Krause
and
Councilman,
O'connor
and
I
want
to
say
there
are
colleagues
all
agreed
and
so
that
I'm
sure
some
of
them
will
be
out
shortly
to
discuss.
B
But
you've
came
to
the
table
before
and
to
the
podium
before,
and
you
had
some
very
very
important
and
comments
that
you
had
made
and
it
made
me
want
to
call
for
a
post
agenda
and
to
give
you
the
opportunity
to
talk
a
little
bit
more.
Usually,
post
agendas
or
fact-finding
meetings
and
I
want.
To
be
honest.
This
is
pretty
much
going
to
be
once
a
one
side
conversation
because
I
think
we've
heard
a
lot
of
the
conversations
publicly
otherwise
and
support
and
and
all
the
benefits
there
are
to
the
city
of
Pittsburgh
I.
B
Think
for
us,
as
council
members.
We
want
to
know
what
exactly
the
benefit
truly
is
how
our
residents
feel
about
it
and
how
we
can
make
sure
we're
improving
and
working
with
the
administration
to
make
sure
that
we're
getting
great
outcomes
for
our
residents,
I'm,
not
saying
for
or
against
autonomous
vehicles.
But
what
I
am
saying
is
that
we
want
to
make
sure
that
we're
preserving
jobs.
We
have
great
union
jobs
and
we're
gonna
make
sure
preserving
those
jobs.
B
We
want
to
make
sure
that
we're
preparing
the
workforce
that
the
residents
that
already
live
in
Pittsburgh
for
the
workforce
for
tomorrow
and
whatever
that
might
be
and
while
I
understand
it,
appreciate
that
there's
a
lot
of
challenges
and
we
you
know
Pittsburgh
needs
to
grow
our
city.
We
need
to
grow
a
residency
base,
and
if
this
is
one
way
to
do
it,
that's
wonderful.
But
we
also
want
to
don't
want
to
forget
the
people
that
have
built
Pittsburgh.
B
C
D
E
My
name
is
Mike
Skirvin
I
am
special
faculty
at
Carnegie
Mellon
of
computing
ethics.
I
also
am
the
director
of
a
community
center
community
forum,
Wilkinsburg
and
I'm
pretty
much
here
as
a
data
science
and
machine
learning,
expert
and
sort
of
looking
at
what
the
data
privacy
implement
implications
of
adding
this
corridor
and
adding
autonomous
vehicles
are
so.
My
goal
is
just
to
sort
of
give
information
and
perspective
on
what
that
would
take
to
do
and
the
interest
of
the
public
as
opposed
to
the
interest
of
private
industry.
That
wants
to
do
this.
My.
F
G
Name
is
Laura
Wiens
I'm,
the
executive
director
of
Pittsburghers
for
public
transit,
and
we
have
been
working
over
the
past
year
to
put
together
this
literature
review
that
you
have
in
front
of
us
that
it
looks
at
more
than
a
hundred
scholarly
peer-reviewed
academic
articles
around
the
impacts
of
autonomous
vehicles
across
the
spectrum
of
impacts,
so
but
I'll
be
speaking
to
the
mobility
and
public
transit
implications
of
autonomous
vehicles.
Thank.
B
G
D
For
the
past
ten
years
that
I've
been
at
a
mechanic.
Local
toy
represents
650
bus
operators
in
160
mechanics
as
well
as
customer
service
representative
fare
box
pullers
in
CIC
I
appreciate
the
opportunity
to
speak
with
you
today
about
an
experience
with
autonomous
autonomous
commercial
shuttles
in
Columbus.
Ohio
I
was
a
brief
overview
in
2016.
D
Columbus
won
the
d-o-t
Smart
City
challenge
beating
out
more
than
70
other
cities
for
a
50
million
dollar
grant.
One
component
of
the
smart
Columbus
plan
was
an
autonomous
shuttle
that
was
to
connect
a
Transit
Center
to
an
employment
center
in
the
eastern
neighborhood
of
Columbus,
their
plan
was
changed
was
changed
because
the
shelter
speed
was
too
low
to
allow
for
the
safe
cost
of
a
major
through
four
of
the
proposed
route.
Instead,
the
shuttle
now
circulates
around
downtown
Columbus
as
a
private
startup
site
for
tourists.
D
The
service
which
begins
late,
which
began
late
last
year
and
is
operated
by
Maine
mobility.
I'm.
Sorry
right
now,
Niles
myself.
Right
now,
the
shelter
has
an
attendant
on
board,
but
smart
Columbus
goal
of
operating
a
man,
shelter
is
clear
and
their
proposal
they
state
explicitly
that
a
major
benefit
of
a
fully
autonomous
vehicle
is
the
reduction
of
cost
achieved
by
eliminating
the
operator
and
all
onboard
equipment
necessary
for
human
operations.
D
We
have
too
many
concerns
about
the
introduction
of
autonomous
vehicles
in
Columbus.
Our
first
is
job
loss.
Needless
to
say,
given
smart
Columbus
Gold,
eliminating
bus
operators,
job
losses
is
a
significant
concern
among
our
membership.
These
are
good
jobs
that
have
provided
solid
middle-class
income
for
generation
of
blue-collar
workers
and
Columbus.
D
Autonomous
shuttles
and
buses
would
be
more
than
were
putting
more
than
5,200
transit
and
intercity
bus
operators
at
risk
of
unemployment
which
threaten
the
economic
viability
of
their
families
in
their
communities.
I
was
sake
concerned.
If
the
public
safety
of
driverless
buses
drivers
do
much
more
than
operate
buses,
they
help
seniors
and
passengers
with
disabilities
safely
aboard
and
off
board
the
buses
they
report
and
many
times
prevent
criminal
behavior
merely
by
their
presence.
D
They
assists
passengers
who
may
be
experiencing
medical
emergencies
such
as
heart
attacks,
epileptic
seizures
and
other
health
emergencies.
They
keep
an
eye
on
the
streets
and
sidewalks
spotting
and
rescuing
rescuing
lost
children
and
assisting
others
in
need.
Operators
are
the
eyes
and
ears
of
our
community
operators,
our
public
service,
without
a
bus
operator
who
would
take
the
responsibility
for
helping
passengers
who
would
intervene
when
there
is
an
emergency?
D
D
Our
wing
rows
are
poorly
marked,
it
has
difficulty
navigating
around
cyclists,
scooters
and
other
vehicles,
maybe
put
other
vehicles
that
may
act
unpredictably
and
according
to
at
least
one
study,
the
technician
technology
has
a
great
difficult
identified
people
of
color,
then
white
people
potentially
put
in
african-americans
and
other
pedestrian
of
color
at
higher
risk
of
being
hit
and
response
to
our
concerns
and
about
this
automated
shuttles
we
have
began
a
new
help
began
to
engage
in
a
fight
back
campaign
in
Columbus
through
the
campaign.
D
Our
campaign
activities
have
included,
educate
and
organizing
our
members
when,
in
passage
of
a
Columbus,
City
Council
resolution,
recognizing
the
importance
role,
bus
operators
play
in
transit
systems
and
committed
to
not
replacing
drivers
with
technology,
we
have
testified
at
the
Ohio
State
General,
Assembly,
Transportation
and
Safety
Committee,
hearing
or
autonomous
vehicles.
We
have
gotten
coverage
in
local
print
and
television
media
and
plays
Pass
and
local
papers.
D
We
have
had
candidates
running
for
office
to
join
us
and
leafleting
and
educating
passengers
at
transit
centers.
We
have
passed
a
resolution
at
the
Ohio
State
afl-cio
and
your
convention,
and
most
recently
held
a
town
hall
in
Lyndon
community,
where
smart
Columbus
is
planning
his
second
driverless
shuttle
pilot.
This
fall.
This
fall
more
about
this
lending
community
Linna
community
is
a
under
Cerf.
D
D
Smart
Columbus
has
said.
Bringing
the
a
ton
of
the
shuttle
to
Linden
will
improve
access
to
the
transit
system
and
also
jobs
and
services.
They
also
said
the
community
would
benefit
from
better
transportation
options.
In
fact
coda
the
central
Howell
Transit
Authority,
used
to
provide
a
circulator
route
service
called
the
Lyndon
link
their
service
was
discontinued
about
six
years
ago.
D
Therefore,
instead
of
pushing
for
more
funding
to
expand
transportation,
public
transportation,
the
autonomous
shuttle
was
introduced
at
our
town
hall
and
Linden.
Members
of
the
community
asks
why
their
community
had
been
chosen
to
test
this
experimental
driverless
shuttle
and
express
concern
for
the
safety
fourth
of
their
children.
Playing
outside
some
residents
feels
that
Linden
was
selected
as
a
testing
ground,
because
decision-makers
believe
they
will
not
stand
up
and
fight
back
against
a
proposed
project.
D
D
We
will
continue
to
build
the
people
before
robots
coalition
and
working
with
Linden
and
other
communities
across
the
state
of
Ohio
to
ensure
their
voices
are
heard,
and
they
they
get
the
transit
services
they
need
and
deserve.
We
are
planning
a
second
Town
Hall
in
September,
to
which
we
are
inviting
the
mayor,
City
Council
members
and
coda
leadership
to
hear
from
the
community,
and
we
will
continue
to
organize
to
protect
good
jobs
and
to
protect
the
public
safety
throughout
Ohio.
B
H
C
So
I
would
be
ringing
on
the
proposed
environmental
impacts
of
autonomous
vehicles,
but
before
we
look
at
the
environmental
impacts
of
autonomous
vehicles,
I
would
like
to
briefly
highlight
some
key
points
of
the
Pittsburgh
climate
action
plan.
3.0
with
regards
transportation
and
land
use.
As
per
the
pittsburgh
climate
action
plan,
3.0
emission
from
transportation
sector
has
to
reduce
by
50
percent
by
2030,
and
this
can
be
done
by
way
of
a
50%
reduction
in
vehicle
miles.
C
Traveled,
ensuring
no
net
increase
in
vehicle
ownership
increase
in
pedestrian
commute
bicycle
commute
public
transit
by
50%,
each
ensuring
that
25%
of
vehicles
I,
electric
and
converting
the
Port
Authority
buses,
200
percent
electric.
Then,
of
course
you
have
the
other
points
which
discuss
reduction
in
freight
emissions,
but
of
all
these
points
highlighted
half
of
these
relate
to
the
transportation
infrastructure.
With
this
in
mind,
I
would
now
like
to
draw
attention
to
four
main
concerns.
With
respect
to
introduction
of
autonomous
vehicles
in
the
city,
the
first
vehicle
miles
traveled.
C
As
per
the
research
conducted
by
the
Union
of
Concerned
Scientists,
it
has
been
found
that,
with
the
introduction
of
autonomous
vehicles,
Waco
miles
travelled
can
increase
anywhere
between
46
to
66
percent,
which
would
make
it
challenging
to
achieve
a
50
percent
reduction
in
vehicle
miles
traveled.
As
per
the
pittsburgh
climate
action
plan
ii
anticipated
land
use,
if
all
the
Port
Authority
buses
and
at
least
25%
o
vehicles
in
Pittsburgh,
are
made
electric
in
line
with
the
climate
action
plan,
then
there
will
be
a
corresponding
need
for
our
charging
infrastructure
to
add.
C
Electric
vehicles
that
is
autonomous
vehicles
to
this
mix
may
result
in
an
increase
for
land
acquisition
to
add
gasoline
pod
autonomous
vehicles
will
not
only
increase
tailpipe
emissions,
but
also
increase
congestion
on
streets,
third
effect
of
air
pollution
and
communities.
One
of
the
challenges
at
the
moment
is
to
mitigate
the
effect
of
air
pollution
on
the
disadvantaged
communities
where
the
economically
weak
or
those
that
reside
in
the
more
polluted
parts
of
the
city.
It
remains
uncertain
how
autonomous
vehicles
will
contribute
to
this
and,
more
importantly,
provide
equality.
C
Finally,
we
believe
that
the
more
robust
alternative
do
all
to
autonomous
vehicles
financially
and
technologically
exist
in
order
to
reduce
air
pollution.
An
example,
as
suggested
by
the
climate
action
plan,
is
to
introduce
electric
buses
or
an
even
more
visible
and
pressing
need,
would
be
for
bicycle
lanes
to
conclude
at
the
Union
of
Concerned
Scientists,
we
believe
that
the
city
needs
to
look
at
these
aspects.
These
four
specific
aspects
more
closely
and
be
very
cautious
in
adopting
autonomous
vehicles
in
the
city
in
the
near
future
I
would
be
happy
to
answer
any
questions.
Thank
you.
B
G
I'm
just
going
to
mention
a
few
things,
some
of
which
have
already
been
said,
so
I
won't
belabor
them.
The
first,
of
course,
is
the
is
and
I'm
going
to
be
speaking
to
mobility
and
public
transit
impacts,
so
for
riders
with
disabilities
and
older
adults,
access
becomes
inhibited.
If
you
don't
have
operators
on
board
the
impact
on
safety,
for
emergencies
and
and
on
wayfaring,
so
helping
people
get
to
their
destinations.
G
Oftentimes
requires
a
driver.
I
want
to
say
that
the
most
sort
of
imminent
and
highly
touted
use
of
autonomous
vehicles
for
public
transit
are
in
these
micro
transit
shuttles.
So
what
is
being
currently
deployed
in
Columbus?
What
is
being
suggested
as
a
possibility
for
the
Mon
Oakland
corridor?
There
was
a
New
York
Times
article,
a
headline
article.
G
The
problem
is
that,
where
it's
being
deployed
so
in
Columbus,
is
being
deployed
in
their
downtown,
so
it's
actually
directly
competing
with
existing
public
transit.
It
is
not
being
deployed
in
in
places
that
are
conventionally
underserved
by
transit.
In
fact,
the
original
intent
of
the
Columbus
shuttle
was
to
serve
an
underserved
community,
but
then
they
realized
that
it
was
too
slow
in
that
corridor,
so
they
instead
went
and
started.
G
Cannibalizing,
mass
transit
and
transit
deserts
in
urban
and
suburban
areas
occur
not
because
they
couldn't
be
well-served
by
conventional
public
transit,
but
that
there
isn't
funding
and
political
will
that
has
made
that
transit
accessible.
So
it's
not
about
the
lack
of
technology.
It's
a
lack
of
funding,
and
you
know
you
know,
as
he
described
with
the
Lyndon
community.
Poor
neighborhoods
have
lost
service,
but
instead
of
investing
in
them,
we
decide
to
experiment
on
them
and
I.
G
Think
that
that's
a
serious
problem,
given
that
the
safety
benefits
and
more
we're
going
to
hear
around
data
privacy,
other
implications
around
vehicle
miles,
traveled
and
other
things
are
going
to
a
disproportionately
affect
them
first
and
we're
a
V.
These
kind
of
micro
transit
shuttles
are
happening
in
other
cities,
they're
subsidized
by
corporations,
while
the
testing
is
happening.
G
So
it's
not
explicit
how
much
cause
per
passenger
is
at
this
moment,
but
the
closest
analog
to
that
is
these
publicly
subsidized,
on-demand
micro
transit
shuttles
that
have
that
have
a
driver
in
them
and
those
have
been
abject
failures
across
the
u.s..
The
cost
per
passenger
is
unsustainably
high.
I
mean
it's
in
the
hundreds
of
dollars
per
passenger
per
ride,
with
less
than
four
boardings
an
hour.
G
G
So
as
the
idea,
this,
like
personal
autonomous
vehicle
technology,
becomes
more
pervasive,
it
is
anticipated
that
people
will
live
further
away
from
the
center
of
cities
rather
than
more
densely
within
cities,
which
is
what
we
really
need
to
happen
in
order
to
address
climate
issues
and
other
other
things,
and
if
you
have
more
sprawl
than
there's
also
and
there's
also
increased
appetite
for
personal
transportation.
So
folks,
I
mean
there
are
scenarios
where
these
personal
autonomous
vehicles
will
deposit
people
in
the
center
of
the
city,
and
then
they
will
drive
home
empty.
G
Lastly,
I'm
going
to
say
that
people
live
very
multifaceted
lives
right.
So
on
the
one
hand,
do
you
think?
Okay,
we
want
to
serve
the
mobility
needs
of
this
particular
population,
but
that
particular
person
probably
has
a
cousin
or
a
brother
or
a
father
or
a
sister
that
works
in
some
job
that
is
likely
to
see
impacts,
displacement,
wage
depression
because
of
you
know,
autonomous
technology.
G
H
E
The
technology
becomes
the
sort
of
seductive
thing
that
we
look
for
in
order
to
be
able
to
think
about
how
we're
going
to
drive
economic
development
and
so
I
have
a
history
of
my
PhD
is
in
computer
science
and
I
focus
on
the
risks
and
social
impacts
of
deploying
technologies.
I've
testified
in
many
of
these
kinds
of
rooms,
as
well
as
published
papers
on
these
kinds
of
things
and
really
importantly,
why
I
try
to
do
this?
Is
that
I
think
technologists
are
often
whenever
they're
called
upon
in
these
kinds
of
planning?
E
E
If
you
were
to
build
such
a
corridor
and
allow
dominus
vehicles
to
be
on
it.
What
are
the
things
that
you
should
actually
be
looking
at?
So
the
first
one
is
to
be:
what
is
the
scope
of
the
information
that
we
collected
on
citizens
and
on
geographical
factors
of
the
corridor?
So
there
is
a
lot
of
information
that
potentially
could
be
collected,
probably
not
a
lot
of
that.
E
Potential
information
is
needed
for
functionality
on
the
corridor,
and
so
first
question
would
be
because
there's
no
regulation
and
there's
no
specifications
for
what
kind
of
data
needs
to
be
collected
in
order
to
run
an
autonomous
vehicle
corridor.
There
is
an
immediate
question
of
what
kind
of
data
are
we
gonna
allow
folks
to
collect.
Are
we
gonna
collect
the
maximum
amount
of
data,
which
is
often
what
people
want,
because
maximum
amount
of
data
weeds
to
long
term
potential
monetization
of
that
data
and
things
that
they
can
do
with
it?
E
However-
and
that
also
is
primarily
exploitative
on
the
people
who
ride
and
the
people
who
were
mining,
the
data
from
and
so
I
first
would
say
that,
having
us
having
an
idea
or
a
scope
of
what
data,
and
what
specification
of
that
data
should
be
collected.
I
think
would
be
a
really
important
part
of
this,
so
as
to
not
just
fall
into
the
trap
of
companies
being
like.
Let's
just
collect
everything
which
I
think
will
be
a
very
common
way
in
which
the
reaction
will
will
go
from
a
private
sector
interest.
E
Similarly,
once
the
data
is
collected,
there's
a
question
of
who
can
license
and
own
that
and
who
owns
that
data
is
the
person
who
operates
the
shuttle,
the
one
that
owns
the
data
about
all
of
the
public
citizens
now
riding
on
the
corridor?
Or
does
the
city
actually
retain
that
data?
That's
really
important,
because
then,
of
course,
private
sector
owns
that
data.
E
What
they
can
do
in
terms
of
sub-licensing
the
data
and
selling
it
becomes
drastically
different
than
if
it's
owned
by
the
city,
who
has
probably
very
different
means
of
how
they
would
want
to
treat
that
data
and
what
kind
of
security
provisions
they'd
want
to
put
around
it.
Similarly,
how
it's
handled
and
who
actually
stores
that
data
like
on
what
servers
and
things
like
this
is
a
big
question.
As
everybody
knows,
security
breaches,
data
breaches
attack
vectors.
These
are
things
that
are
happening
pretty
much
on
a
daily
basis.
E
We're
seeing
these
kinds
of
things
come
up
in
the
news,
and
we
know
that
even
really
sophisticated
companies
sometimes
struggle
with
data
security.
More
recently,
you
know
the
Canadian
government
implemented
a
massive
amount
of
camera
technology
around
license-plate,
tracking
and
mobility
tracking
at
the
border,
and
there
was
a
huge
data
leak
on
this,
which
often
is
actually
still
from
experts
standpoint
blamed
because
they
rush
the
technology
and
did
not
actually
think
about
how
to
store
the
data
and
protect
it
correctly.
E
So
I
would
definitely
consider
making
sure
that
you
have
a
good
plan
around
that
next
I
would
say
that
consent
and
transparency
about
how
the
data
is
being
collected,
what
data
is
being
collected
and
who
it
goes
to
is
going
to
be
really
important
when
a
rider
steps
on
very
similarly,
whenever
you
guys
use
your
online
services
or
your
phone
or
whatever
you
have
contracts
the
regulate.
Who
gets
that
data?
How
you
know
do
you
get
to
know
who
gave
us
that
data
there's
a
lot
of
stuff?
E
That
I
hope
that
the
city
would
own,
as
opposed
to
again
a
private
shuttle
owner.
A
next
thing
that
I'm
you
know
concerned
about
is
given
the
idea
of
we
don't
know
who
would
own.
The
data
is
the
monetization
threat
and
the
fact
that
monetization
is
definitely
one
of
the
ways
a
lot
of
people
getting
caught
in
the
loop
of
just
always
collect
more
data,
because
once
you
have
some,
then
people
say
well.
If
you
collect
even
more
information,
we
could
actually
sell
that
and
potentially
pay
for.
E
You
know
long
term
maintenance
fees
of
this
corridor
of
the
technology
in
general.
However,
monetization
is
sort
of
a
threat
for
the
people
who
paid
tax
dollars
and
said
hey.
We
will
build
this
corridor
and
now
somebody
else
might
be
making
money
off
of
their
use
of
that
corridor.
So
I
think
that's
something
to
make
sure
you
think
about,
especially
in
any
contract
negotiations
up
front
is
what
happens
with
any
data
that
gets
monetized.
E
Similarly,
there
is
now
that
we're
thinking
about
sharing
data.
You
have
the
idea
that
a
lot
of
people
might
be
concerned
about.
Is
this
in
a
mechanism
for
surveillance?
Is
this
a
way
in
which
people
are
going
to
have
their
data
shared
by
authorities?
They
may
be
concerned
about,
and
so
I'm
specifically
thinking
here
about
vulnerable
ations,
such
as
immigrants
who
might
be
in
our
city
who
I
know
our
city
cares
about
and
wants
to
protect.
However,
they
might
be
very
concerned
that
their
mobility
can
be
tracked
by
being
on
such
corridor.
E
Now,
of
course,
bus
has
already
have
this
potential,
of
course,
to
track
people,
but
as
of
right
now
we
have
ways
you
can
ride
that
are
just
with
like
credited
tickets
and
are
not
anonymous.
I
have
no
idea
whether
that
will
be
the
case
with
a
shuttle
which
might
have
cameras
on
it
and
other
kinds
of
technologies
that
can
break
privacy,
but
I
think
it's
something
to
think
about,
because
we
might
diminish
the
interest
and
say
immigrant
populations
using
a
shuttle.
E
If
we,
they
know
that
that
information
could
be
shared
with
DHS
or
ice,
or
anybody
who
requests
it.
I
highly
suggest,
having
a
chief
data
officer,
a
privacy
officer
that
sits
over
top
of
a
strong
engineering
team
before
any
kind
of
implementation
of
this,
to
make
sure
that
you,
yourselves
city,
council
and
our
sort
of
local
public
is
equipped
to
be
thinking
forward
about
this
issue
and
not
just
at
the
whim
of
a
technology
company
who
brings
their
experts
to
bear
on
it.
E
Finally,
I
think
that
what
we
want
to
think
about
in
terms
of
implementing
technology
is
asking
the
public
about
what
kinds
of
patterns
movement
patterns
are
right
now
affecting
people
negatively.
What
kinds
of
movement
patterns
could
affect
people
positively
and
we
could
potentially
use
autonomous
vehicles,
new
lanes,
all
kinds
of
things
to
improve
those
patterns
that
we
want
to
incentivize
and
that
we
want
people
who
are
lacking
access
to
jobs
or
lacking
access
to
opportunity
or
having
to
take
multiple
buses
to
get
to
different
places.
E
I
think
that
thinking
about
that
and
the
design
parameters
around
how
to
actually
solve
the
problems
that
are
there
are
really
important,
because
then
we
can
design
the
technology
and
implement
such
a
technology
with
people
sort
of
interests
in
mind,
because
this
project,
coming
at
this
time,
does
soar
to
me
smell
as
something
that
somebody
wants
in
the
private
sector.
That
a
bunch
of
folks
who
have
very
specific
interests
want
this
particular
Lane
and
of
course,
there
are
going
to
be
benefits
to
such
a
Lane.
E
And
then
we
just
choose
the
menu
option
that
somebody
has
proposed,
as
opposed
to
us
sort
of
making
a
planned
idea
of
what
we
want
and
then
going
to
the
private
sector
and
saying
now,
would
you
help
us
make
the
plan
that
our
citizens,
one
so
I'm
open
to
any
questions
further
about
technology
and
data?
And
thank
you.
I
F
How's
it
going
I'm
as
I
said,
I'm
the
advocacy
director
of
bike,
Pittsburgh
3,500
member
nonprofit,
bicycle
and
pedestrian
advocacy
organization,
we're
going
to
make
Pittsburgh
streets
safer
for
walking
and
biking.
So
it's
no
surprise.
We
try
to
take
a
leadership
role
in
making
sure
people
who
walk
and
bike
are
considered
in
this
audit.
Anima
Svea
chol
development,
especially
since
we
represent
some
of
the
most
vulnerable
road
users
and
who
the
industry
readily
admits
that
they
still
struggle
quote
to
anticipate
what
they're
going
to
do.
Next.
F
You
know
we're
already
seeing
some
of
these
solutions
that
may
include
things
like
further
criminalizing
pedestrian,
like
jaywalking,
for
instance,
or
expecting
bicyclists
to
wear
a
beacon
in
order
to
be
seen
by
by
a
autonomous
vehicle.
So
I'd
like
to
start
off
by
saying
that
our
relationship
with
AVS
is
complex.
A
majority
of
our
members,
tired
of
speeding
and
aggressive
Pittsburgh
drivers,
welcome
the
idea
of
a
vehicle
that
that
doesn't
drive,
drunk
and
distracted
and
is
programmed
to
follow
the
law
and
leave
them
alone.
F
Some
say
they
may
even
calm
traffic
by
acting
as
a
pace
car.
At
the
same
time,
some
of
our
members
have
a
healthy
skepticism
about
what
this
future
means
for
them
in
our
in
our
city,
in
the
spirit
of
full
disclosure.
We
have
also
taken
money
from
Navy
companies
to
help
support
our
mission
and
specifically
our
open
streets
programming.
F
Shortly
after
those
incidents
we
launched
one
of,
if
not
the
first
public
survey
on
sharing
the
road
with
a
v's.
Nearly
1300
Pittsburghers
responded
to
the
survey
providing
us
with
an
invaluable
insight
and
how
Pittsburghers
are
feeling
about
sharing
the
road
with
robot
cars.
Two
years
later,
we
launched
it
again
collecting
another
800
local
responses.
F
F
Additionally,
the
results
revealed
some
patterns
that
left
us
with
concerns,
namely
that
AVS
tended
to
pass
by
cyclists
with
less
than
4
feet
next
to
a
bike
lane,
and
now
they
sometimes
didn't
yield
to
pedestrians
and
crosswalks.
There
was
one
report
in
which
a
Navy
passed
a
bicycle
is
so
close
that
the
side
view
mirror
struck
the
rider
and
multiple
reports
were
a
v's
unsafely
past
riders
on
Railroad
Street
near
the
notoriously
dangerous
train
tracks
embedded
in
the
road.
None
of
those
incidents
were
reported
to
the
police,
so
you.
F
Likely
the
city
doesn't
know
about
them
until
now.
One
trending
comment
that
we
saw
over
and
over
was
how,
when
these
incidents
happen,
there
was
no
one
to
report
the
information
to
the
cars.
Don't
have
a
house,
my
driving
sticker
on
them
with
a
phone
number
to
call
lacking
a
place
to
report
these
interactions,
both
good
or
bad.
We
decided
to
start
our
own
reporting
form
found
on
our
web
site.
Our
work
on
this
issue
has
got
us
to
present,
has
got
us
invited
to
present
at
the
Pennsylvania
autonomous
vehicle
summit.
F
We
should
our
data
analysis
with
academics,
AV
companies,
national
and
local
media,
other
city
officials
and
even
a
DARPA
project.
One
of
this
data
we
were
invited
to
participate
been
in
the
cities,
shared
use,
an
autonomous
vehicle
working
group.
For
a
moment
it
seen
the
city
was
addressing
our
concerns
and
proactively
planning
for
an
autonomous
future,
one
that
the
rest
of
the
world
will
be
closely
paying
attention
to
then
in
Tempe
Arizona,
a
new
brave
II
struck
and
killed
Elaine
Hearst
Berg.
F
It
was
sad
yet
not
surprising
that
she
was
a
pedestrian
walking
with
a
bicycle
shortly.
Thereafter,
a
report
surfaced
of
a
Navy
driving
on
the
sidewalk
here
in
Pittsburgh,
something
we
would
not
have
known
about
had
it
not
been
for
an
industry
whistleblower
when
the
Pittsburgh
principles
were
announced
and
agreement
between
the
city
and
autonomous
vehicle
companies,
it
gave
us
some
pause
while
some
of
the
policies
and
agreement
are
laudable,
it
was
created
without
consulting
the
city's
own
AV
working
group
in
which
we
CID,
for
instance.
The
Pittsburgh
principles
only
require
a
report.
F
If
there
is
a
crash
resulting
in
an
injury
if
the
AV
is
broke,
a
law
or
if
there
was
$5,000
in
vehicle
damage,
but
did
anybody
notice
that
the
average
bicycle
only
costs
a
few
hundred
dollars,
meaning
that
unless
you
reach
that
threshold
you're
not
being
counted?
Additionally,
we
are
told
and
not
really
consulted
with
the
Avs
may
be
allowed
on
our
car
free
trail
system.
F
If
this
Mon
Oakland
thing
happens,
we
need
to
state
clearly
we
encourage
the
city
to
seek
grants
and
proactively
work
on
important
policy
related
IV's,
but
it's
important
that
the
AV
working
group
and
the
public
be
at
the
table
engaged
in
this
healthy
debate.
Right
now.
The
only
people
we
have
the
trust
whether
the
technology
is
safe
or
not,
is
the
companies
themselves.
Meanwhile,
we
need
to
have
honest
conversations
about
the
impact
that
AVS
will
have
on
the
design
of
our
streets.
F
We
have
a
chance
to
build
a
city
we
want
to
live
in
and
not
one
built
just
for
the
cars,
but
it's
not
clear
how
that
will
happen
if
the
city
is
only
talking
to
industry
on
what
our
autonomous
future
will
look
like
with
that
I'll
end
by
saying,
thanks
to
all
of
you,
City
Council,
for
providing
this
opportunity
for
us
to
talk.
Thanks.
I
Wonderful,
thank
you
all
for
presenting
to
us.
The
traditional
format
now
is
for
the
chair
to
open
it
up
to
council
members
and
usually
we
kind
of
go
down
the
row.
Sometimes
the
format
if
everyone's
got
similar
questions
can
be
interrogative
and
just
go
back
and
forth.
Be
more
fruit.
Float
free-flowing.
Excuse
me,
but
yes,
thank
you,
so
councilman
Smith
has
suggested
the
councilman
O'connor
start
and
I
want
to
acknowledge
that
you've
hosted
your
own
autonomous
manufacturing
posts
agenda
was
about
two
years
ago.
It
seems
like
yes,.
J
Thank
you,
I
was
gonna,
mention
that
yes,
so
thank
you
for
that
yeah
we
hosted
one
specifically
about
jobs,
so
those
were
the
questions.
I
was
gonna.
Ask
you
from
Columbus,
so
you
mentioned
that
you
guys
won
the
Smart
City
challenge.
Now
there
is
still
a
driver
in
these
vehicles
that
they're
demoing
or
not.
Yes,.
J
J
D
D
D
J
Transit
and
are
you
guys
so
we
have
a
little
bit
of
a
difference
between
us
in
the
county.
The
county
actually
operates.
You
know
the
Port
Authority
here.
Does
the
city
operate
your
transit
system,
boot,
port
or
the
county,
your
part,
so
the
county
operates
it
just
like
we
have
here,
okay,
so
with
this
Smart
City
challenge
or
that
they
won,
are
they
sort
of
on
the
I
mean?
Can
you
see
yourselves
being
let
go
soon?
Is
there
like
any
timeframe
of
that?
Yes,.
D
J
See
when
we
had
our
manufacturing
summit
as
Councilwoman
grosse
mentioned,
it
was
interesting
because
we
didn't
talk
about
transit
drivers.
To
your
extent
we
actually
talked
about.
It
was
actually
the
Teamsters
that
that
came
in
and
spoke
because
you
know
when
you're
going
on
highways,
it's
a
little
bit
different,
because
you
need
somebody
to
offload
the
car
and
that
you
know
who
knows
where
technology
is
going
to
be
in
15
20
years,
and
we
don't
want
to
get
to
that
point
to
lose
any
jobs.
J
D
There
was
yes,
there
will
not
always
be,
especially
in
the
public
transit
industry,
yeah
public
service
right,
you
know,
I,
don't
think
that
we
should
treat
public
transit.
As
you
know,
someone
who
just
want
them
a
ton
of
ascore.
You
know
we
do
have
a
whole
lot
of
our
customers
who
need
help
right.
You
know
again
the
instances
of
that
densities
that
I
brought
out
one
just
something
I
just
just
threw
out
there.
D
J
J
D
J
A
J
And
then
I
want
a
shift
to
make
a
Michael.
So
when
you
mention
data
I,
don't
maybe
I
just
didn't
get
it
you're
talking
about.
Obviously
you
would
measure
how
many
people
ride
a
day.
I
understand
that.
But
are
you
also
talking
about
privacy
data
so
like
if
I
take
my
connect
card
and
I
log
in
on
on
one
of
these
AV
transits
you're,
saying
that
the
private
owner
of
that
information
now
could
send
me
something
you
know.
Let's
say
the
transit
line
goes
past
a
restaurant
or
whatever
that
might
be.
E
So
what
I'm
thinking
about
more
is
I'm
assuming
the
bus
is
gonna
have
to
have
some
kind
of
sensing
apparatus
I'm
almost
100%
certain
it's
gonna
have
to
have
cameras,
potentially
that
are
along
the
corridor
as
well
to
help
track
movement,
data
and
things
like
this,
let
alone
maybe
other
things
like
Bluetooth
beacons
or
something
inside
the
actual
shuttle
to
figure
out
where
people
are
sitting
and
how
people
move
inside
the
shuttle.
So
there's
a
lot
of
different
capture
mechanisms
that
can
go
on
I,
don't
know.
J
J
A
J
You
can
you're
at
least
from
what
I
gathered
from
you
is
now
it's
more.
We
can
track
where
those
individuals
possibly
could
be
if
it's
run
privately.
If
it's,
if
it's
City,
you
know
most
of
our
data,
we
would
we
wouldn't
share
with
the
public
right,
but
if
it's
run
by
a
private
company,
they
can
now
track
that
family
and
see
what
they're
up
to
is
it.
E
This
is
a
thing
that
is
not
in
our
normal
intuition
about
data
and
what
even
matters
with
data
right.
So
the
kind
of
thing
I'm
talking
about
is,
if
they're
going
to
say,
look
at
the
movement
pattern
of
someone
approaching
the
vehicle
because
they
might
need
to
figure
out.
Is
this
a
person
that
I
need
to
like
low
or
the
bus
for
do
I
know
you
can
create
an
extended
ramp
or
whatever?
Now?
E
What's
in
that
data,
that
could
just
be
a
camera
feed
or
could
even
be
something
less
than
that
it
could
just
be
movement.
Data
of
how
quickly
something
approaches
the
vehicle-
something
like
this,
that
data
actually
carries
the
statistical
inference
to
say
so
now
you
get
on
the
bus.
Maybe
you
just
had
surgery
and
you're
limping
or
you
have
a
cane
with
you
and
you
would
think
I'm
not
riding
the
bus
and
I'm
not
trying
to
expose
myself
on
the
idea
that,
like
I,
have
back
problems.
E
E
That's
all
post
hoc
analysis
of
the
data,
but
it
is
stuff
that
is
very
possible,
which
is
why
I
was
saying
it's
like
the
scope
of
what
data
is
collected
is
really
important,
because
the
moment
you
have
a
large
scope
and
then
the
moment
you
have
a
sort
of
engineering
team
that
wants
to
make
useful
marketing
analysis
of
that
scope
of
data.
They.
E
Are
starting
on
the
right
trail
of
thinking
like
okay?
Well,
maybe
they
want
to
know
what
areas
you're
passing
by
and
they
want
to
sell
you
something,
and
so
that
is
like
a
first
order,
magnitude
kind
of
of
what
could
happen,
but
the
sort
of
second
third
order,
the
stuff
that
gets
less
intuitive,
is
actually
making
things
like
medical,
inferences
or
outing.
That
somebody
has
an
accessibility
need,
and
we
can.
We
do
that
fairly
easy
with
that
kind
of
data,
and
so
that's
the
kind
of
question
I
have
about.
E
Are
they
going
to
be
allowed
to
make
those
inferences?
Are
they
going
to
collect
data
that
actually
can
expose
people
in
that
way?
And
then
can
that
be
monetized,
because
certain
people
are
really
vulnerable,
especially
like
the
disabled
are
very,
very
monetizable
in
this
way,
because
they
have
very
unique
needs
and
purchasing
needs,
and
things
like
this
so
marketers
want
to
know
that,
but
often
folks
here
to
say
well,
don't
want
to
disclose
that
about
themselves
and
they
should
have
a
right
not
to
so
that's
a
kind
of
question.
I
would
have
okay.
J
J
One
of
the
outcomes-
well,
obviously,
I
mean
if
everybody
had
an
autonomous
vehicle
and
I,
always
think
about
this
when
I'm
driving
through
the
tunnels,
because
everybody
knows
when
you
drive
through
the
tunnel
in
Pittsburgh,
you
and
you
get
through,
you
lose
half
of
our
population.
But
ultimately,
if
you
did
live
in
Monroeville,
it
would
almost
be
like
a
train
system.
If
everybody
had
an
autonomous
vehicle,
you
know
you'd
set
the
car
at
60
miles
an
hour.
Everybody
would
move
quicker
through
there.
However,
the
problem
is
you're.
J
Gonna
have
more
people
on
the
roads,
which
then
creates
your
problem
to
wear.
Okay.
Well,
my
drive
from
you
know:
Monroeville
is
right
now
it's
45
minutes
to
Pittsburgh,
but
if
everybody
is
on
this
new
system,
we
all
push
a
button
in
our
car
and
we're
now
there
in
15.
So
you're
you
were
saying
exactly
what
I
thought
you
said:
I
just
might
have
heard
wrong
is
that
this
would
actually
drive
people
further
away.
Well,.
G
Yeah
two-hour
commute,
but
what
the
whole
time
you're
you're
hands-free
you
can
watch
a
video.
You
can
do
whatever
I
think
that
we're
talking
much
bigger
push
out
and
I
think
that
the
ideal
is
not
that
people
are
like.
It
won't
necessarily
make
people's
commute
faster
too,
because
more
people
might
have
personal
vehicles
that
they'll
adopt.
J
G
Just
want
to
caution
that
I
think
the
discussion
that
we're
hoping
to
have-
and
maybe
this
is
in
the
interests
of
what
counsel
wants
to
talk
about-
is
simply
pump.
Lay
public
transit
but
I.
Think
mass
adoption
of
autonomous
vehicles
includes
personal
ownership
and
I
think
a
lot
of
the
impacts
that
we're
talking
about
also
are
amplified
under
a
system
where
people
have
personal
autonomous
vehicles.
J
Right,
yeah,
no,
that
that
was
the
point
that
I
was
making
when
you
went
to
personal
if
you're
living
further
away.
That
was
the
issue
that
I
had
said
again.
Thank
you
guys
for
coming.
I
want
to
thank
councilman
gross
as
well
as
councilman
Smith,
for
calling
for
this
and
hosting
this
as
well.
I
think
this
is
obviously
an
important
issue.
We
got
a
lot
of
good
guidelines
from
all
of
you
as
to
what
to
look
out
for
if
this
conversation
continues
down
the
road.
So
thank
you
all
for
being
here.
Thank.
B
K
D
D
It
I
see
now
we
get
into
the
logistic
of
Finance
and
everything
and
again
we
got
one
of
this
in
the
last
quarter.
Put
it
that
way,
it
was
late,
Sept,
8,
2007
teen.
When
we
heard
about
this
and,
after
speaking
to
a
whole
lot
of
state
representative,
they
was
shocked,
especially
when
we
pointed
out
to
to
them
what
the
actual
language
and
the
proposal
said
that
that
there
was
the
main
thing
for
the
Thomas
vehicle
was
to
cut
costs
by
eliminating
the
operator
and
removing
all
onboard
equipment
that
support
a
human
operator.
K
D
K
K
K
D
D
K
Okay,
yeah
I
just
want
to
give
thanks
for
being
here.
I
hope
you
hope
you
enjoy
your
stay.
Shefali
I
know
that
you
had
said
about
the
you
know
the
the
this.
This
may
sound
like
a
stupid
question,
but
what
would
an
autonomous
vehicle?
What
do
your
autonomous
vehicles
running
on,
whether
they
gas
or
electric,
what
are
they
electric
electric?
There
also
be
electric
at.
C
Well,
there's
always
been
that
debate
and
it's
one
of
the
questions
we
anticipated,
but
it
has
been
proven
time
and
again
that
electric
vehicles,
irrespective
of
whether
they
are
autonomous
or
not,
are
cleaner
than
gasoline-powered
vehicles.
So
in
the
distant
future,
and
because
there
is
a
global
consensus
that
as
cities
expand
and
the
urban
population
increases,
we
would
see
an
influx
of
autonomous
vehicles.
So
it
would
serve
the
transportation
sector
which
is
looking
to
curb
emissions
to
adopt
electric
autonomous
vehicles
rather
than
gasoline
POD
autonomous
vehicles.
Okay,.
K
Well,
I'm
glad
to
hear
that,
because
we're
looking
to
adopt
that
ourselves
in
our
new
transit
corridor
that
we
may
or
may
not
have
so
I
just
want
to
get
your
thoughts
on
that
things.
Michael
I
had
the
same
questions
as
councilman
O'connor
had
about
privacy.
You
know
and
I
understand
you
know,
company
I
know
there
are
companies
out
there
who
would
love
to
know
who
there's
a
influx
of
18
year
old
and
unders
that
this
vehicle
on
at
this
timeframe.
K
K
You
know
about
people,
stealing
my
identity
or
you
know
marketing
to
me
that
I
things
I
don't
want
to
be
marketed,
but
I
just
in
today's
world
I
just
assume
everybody's
information
is
out
there
everywhere,
whether
it
be
the
city
holding
onto
it
or
a
private
company
holding
onto
it.
But
your
concern
is
more
once
they
get
that
information.
They
could
turn
around
sell
it.
They
could
sell
to
Amazon,
they
could
sell
it
to
whomever
is
in
the
market
to
get
that
information.
Is
that
yeah.
E
Well,
it's
also
I
mean
I
would
probably
venture
to
say
that
your
digital
footprint
might
not
be
as
clean
as
you
think.
If
you
went
to,
if
you
go
to
like
a
big
data
aggregator
and
find
out
what
kind
of
profiles
they
have
on
you,
for
instance,
you
know
if
you've
ever
had
facebook
and
then
you
delete
and
then
you
delete
your
Facebook
Facebook
doesn't
stop
collecting
information
on
you.
They
say
well,
who
are
you
friends
with,
though
you
were
friends
with
Darlene,
you're
friends
with
Cory?
E
Well,
they
still
have
Facebook
we're
gonna,
actually
just
proxy
your
interest
based
on
their
interest.
So
there's
a
lot
of
things
going
on
that
are
way
outside
of
the
valence
of
what
you
normally
just
really
think
about.
However,
those
in
those
pieces
of
information
are
limited,
and
so
certain
kinds
of
information
say
something
that
an
insurance
provider
might
want
to
get
or
a
bank
might
want
to
get
which
those.
D
E
Things
that
could
have
severe
impacts
on
you,
they
might
they're
gonna
want
really
certain
data,
so
they're
not
gonna,
be
able
to
just
say.
Oh
we're
gonna
take
some
Facebook
statistical
inference
about
you.
However,
things
that
could
be
collected
very
directly
on
the
person
on
the
physical
body
at
the
point
of
contact
with
a
driverless
vehicle.
Those
are
kinds
of
information
that
could
be
very
certain.
So
to
me,
it's
actually
not
about.
E
Oh,
you
know,
there's
I
have
a
very
clean
data
profile
data
about
me
and
now
I
ride
this
bus,
and
it
adds
some
data
about
me
but
we're
living
in
this
world.
We're
like
people
are
collecting
targets,
collecting
data
on
where
I
walk
around
their
store,
and
things
like
this
right
so
with
that
said,
my
point
is-
is
that
this
is
a
particular
kind
of
data
tracking.
That
number
one
is
happening
in
a
public
space.
So
it's
not
something
that
I'm
sort
of
opting
into
privately
for
a
service.
It's
a
sort.
B
E
Public
service
number
two,
it's
something
that's
collected
directly
off
of
my
like
body,
meaning
that
it's
very
certain
data.
So
from
the
perspective
of
like
a
data
scientist,
this
is
really
clean
data.
So,
if
I
have
the
insurance
provider,
that's
willing
to
pay
for
information
about,
say,
disabled
populations
in
Pittsburgh.
This
is
much
better
data
than
say
just
random
social
media
data.
Where
things
could
be
falsified,
you
cannot
really
falsify
your
walk
or
your
date
walking.
K
K
E
They
and
it's
it's
like,
we
think
a
lot
about
the
marketing
in
terms
of
like
say
you
know,
oh
I
was
searching
for
shoes
and
now
I'm
on
Amazon
I'm
getting
ads
for
shoes,
and
this
is
sort
of
a
certain
layer
of
depth.
That
is
definitely
happening.
I
think
one
that
we
should
all
be
aware
of,
but
then
there's
also
things
like
bank
determinations,
so
I
go
to
apply
for
a
small
business
loan
or
I
go
to
apply
for
a
mortgage.
A
lot
of
banks
are
now
starting
to
use
algorithms
to
determine
creditworthiness.
E
Creditworthiness
scores
actually
take
in
a
lot
of
different
kinds
of
data,
about
a
person
and
so
that
and
that
data
again
has
to
be
pretty
certain.
We
have
rights
under
the
CFR,
a
Fair
Credit
Reporting
Act,
so
there
are
a
lot
of
things
that
we
can't
just
like
sell
to
banks.
However,
this
is
kind
of
certain
mobility,
information
and
figuring
out.
E
If
you
have
a
job,
that's
or
if
you
have
the
job
you're
claiming
to
have
an
application
and
whether
they
have
sort
of
information
that
maybe
corroborates
or
doesn't
that
that
is
actually
very
useful
information.
So
that's
kind
of
what,
where
my
head
is
at
around
this,
is
that
the
kind
of
information
that
could
be
I'm,
not
saying
would
you
could
be
collected
along
this
corridor
is
extremely
exposing
and
compared
to
digital
footprints
that
I
leave,
which
are
sort
of
uncertain
they're
a
little
bit
vague
and
a
little
bit
messy.
E
This
is
very
concrete
information
about
a
person
and
some
of
that
information
can
cycle
back
into
places
like
insurance
and
banks,
where
the
determinations
now
used
from
that
information
actually
could
have
significant
impact,
as
opposed
to
like
just
being
seeing
a
size
shoe
that
I
take
or
something
like
that.
Yeah.
K
Right
sure,
well,
listen
I
want
to
thank
you
all
for
being
here.
You
know
if
you'd
asked
me
two
months
ago,
I
would
have
said
we're
light-years
from
replacing
vehicles
with
autonomy.
Drivers
with
autonomous
vehicles.
I
really
would
have.
However,
you
know
and
I
still
believe
in
my
heart
that
you
can
never
replace
the
human
element
as,
what's
your
name
ma'am
at
least
so.
Thank
you
Lisa.
Yes,
as
you
so
eloquently
put,
you
know,
you
can't
replace
the
human
element.
I,
don't
think
I'll
ever
see
that
day,
I
hope
not
to
tell
you
the
truth.
K
I
B
L
Personally,
have
a
problem
with
the
cars
first
I
have
a
problem
with
when
the
mayor
left
and
bring
these
cars
in
Pittsburgh,
we
weren't
getting
anything
for
it,
at
least
as
far
as
council
knows,
we
didn't
get
anything.
We
need
to
get
any
of
the
information
and
they
were
sucking
up
all
this
information
about
our
city
and
I,
resent
that,
because
that
is
our
information.
A
L
L
There,
probably
is
no
contract
whatsoever.
It
just
looked
like
a
cool
thing
to
bring
into
the
city
to
start
riding
people
around
in
and
not
thinking
where
this
is
going.
Not
thinking
about
what
this
is
taking
away
from
us,
what
it's
taken
away
from
our
city
and
once
what
its,
what
possible
issues
right
that
we
heard
of
a
number
of
them
on
television
already
accusations?
That's
all
I
can
calm,
because
I
were
was
not
in
the
courtrooms,
but.
L
L
It's
a
death
and
what
happens
can
you
can
you
bring
those
people
back
once
something
happens?
Special
needs
is
a
whole
ball.
It's
not
just
people
that
you
see
that
are
in
on
crutches
or
in
a
wheelchair.
There
are
all
kind
of
special
needs
out
there
and
we
got
to
think
of
that
and
we
don't
even
have
any
of
the
information.
A
L
A
L
You
know
a
car
is
able
to
move
out
of
the
way
I'm
a
pedestrian
our
bike,
but
without
somebody
there
and
maybe
I'm
thinking
old-fashioned,
but
I
haven't
seen
any
information
that
this
city
has
gotten
by
letting
these
ubers
on
the
street.
We
have
our
whole
thing
in
in
neighborhoods,
they're
called
oh
gosh,
where
they
thank
you.
Take
you
home
from
getting
your.
F
A
L
To
jitneys
yeah
we
have
jitneys
and
I,
think
I'd
rather
pay
for
a
jitney
cuz.
It's
a
person
in
there
that
I
would
for
something
that
is
it.
You
never
know.
What's
gonna
happen
with
when
you
don't
have
that
control,
you
know,
and
you
have
these
people
riding
and
there's
no
control,
and
here
comes
a
train.
L
A
L
B
It
Robin
unplug
it
it's
your
life
support,
so
what's
up
but
hey
I
know
you
who
the
jokester
is
on
council
you're
watching
them,
but
but
I
just
want
to
say
yeah,
but
unless
I
do
this
I'll
just
say
that
yeah
we,
this
is
one-sided
and
I'd
like
to
hear
I
mean
we
do
know
that
there
some
benefits
of
having
these
companies
come
to
Pittsburgh.
There
are
jobs
created
for
a
lot
of
people,
and
you
know
I,
don't
want
to
say
everything
is
so
negative.
B
F
I
F
G
B
To
make
sure
that
we're
continuing
the
meetings
and
having
those
meetings
continue
and
I'll
be
happy
to
follow
up
cuz,
it's
under
my
committee
I'll
be
happy
to
follow
up
with
the
administration
of,
regarding
that,
because
I
do
think
that
there's
a
lot
that
they
want
to
do
and
a
lot
that
they
do
with
bike
Pittsburgh.
Certainly-
and
you
know,
CMU
I
mean
we
know
the
relationships
with
CMU,
so
I.
B
B
Actually
a
director
at
Berkeley,
the
University
of
Berkeley
and
my
brother
was
a
Dean
of
Carnegie
Mellon,
and
so
you
know
there's
a
lot
of
people,
things
that
I
can
say
about
the
technology
and
what
it's
done
for
the
city
of
Pittsburgh
and
how
great
things
have
been
in
some
areas.
But
I
can
also
say
that
there's
been
a
lot
of
things
that
have
been
negative.
My
niece
at
Berkeley
can
tell
you
that
there's
just
hundreds
of
company
that
pulled
out
of
that
that
area
and
it's
not
it
was
not.
B
Think
that
that's
a
philosophical
conversation
that
we
have
to
have
I
keep
saying
they
want
to
make
sure
that
our
current
residents
are
trained
in
the
workforce
area
and
I
think
we
are
doing
some
of
that
now,
but
there's
some
very
basic
things
that
I
think
that
we
could
be
offering
in
the
city
of
Pittsburgh
and
to
me
I
think
even
the
coding
classes
that
I've
talked
to
you
endlessly
about
and
how
that
could
help
prepare
people.
The
thing
that
concerns
me
is
the
jobs.
I
can
tell
you.
B
I
got
through
cut
through
high
school
because
of
some
people
who
credit
their
teacher
I
credit.
My
bus
driver,
because
he
picked
me
up
in
front
of
my
mother's
house
when
I
was
late
for
the
bus
every
day
and
I
can
tell
you.
That's
not
gonna
happen
with
an
autonomous
vehicle,
so
I'd
get
on
the
bus
and
my
sister
waited
for
15
minutes,
because
their
arms
folded
she'd
be
so
angered
that
she
waited
and
I
just
was
well
stood
on
the
bus.
B
But
thankfully,
for
my
bus
driver
I
got
through
school
and
and
I
say:
I
was
the
original
autonomous
vehicle
because
nobody
can
see
me
over
the
dashboard,
cuz,
I'm
so
short,
but
I
hope
to
say
that
I
think
that
you
know
for
me:
I
want
to
make
sure
that
we're
preserving
jobs.
I
don't
want
to
see
people
out
of
work,
especially
when
you're
talking
a
lot
of
times
about
an
aging
population.
Here
in
Pittsburgh,
a
lot
of
our
bus
drivers
would
like
probably
like
to
retire
from
those
jobs.
B
You
know
I
mean
the
would
hate
to
see
them
out
at
older
ages,
looking
for
new
jobs,
and
so
it's
just
a
whole
philosophical
conversation
that
we
have
to
have
about
this.
This
whole
so
area
and
I
think
it
comes
to
that,
but
we're
talking
about
the
complete
streets
and
all
the
things
that
we're
talking
about
and
there's
a
complete
street
committee
or
any
of
you
on
that
yeah.
H
B
B
Right
they
actually
just
met
yesterday,
but
that
is
kind
of
like
how
are
the
pedestrians
going
to
be
safe
right
so
and
for
me,
I
also
have
asked
and
I'll
make
sure
that
this
happens
is
that
pioneer
students
I
go
out
there,
sometimes
to
see
the
students
out
there
and
it's
not
my
district.
It's
in
councilman,
Carl,
Hills
District,
but
Bernadette
use,
who
came
here
and
spoke
last
week
or
so
about
some
other
issue
that
they
were
having
those
student.
B
But
I
will
talk
to
the
administration
and
I
will
also
follow
up
with.
And
if
that's
not
going
to
happen,
that
group
is
not
going
to
meet.
Maybe
we
can
perform
something
here
on
city
council,
we
can
start
working
with
all
of
you
collectively
with
some
of
them
with
the
former
type
of
group
and
take
those
things
back
to
council
members
in
the
mayor's
office.
B
You
know
that
you're
just
thinking
about
just
walking
safely,
it's
traveling
safely
on
you
know
on
sidewalks
I
can't
when
you
talk
about
streets,
it's
just
a
whole
different
complexity,
yeah
and
with
bike
lanes.
That
I've
already
said.
If
I
were
me,
I
would
have
taken
five
years
and
said
we're
gonna
focus
on
the
current
infrastructure
needs
fixes
that
fix
up
and
work
on
at
the
simultaneously
on
a
really
great
bike
infrastructure.
That's
what
I
would
like
to
see
but
I
think.
Sometimes
you
don't
always
have
that
option.
B
B
K
D
E
E
That's
a
whole
conversation,
that's
happening
as
well-known,
and
concerning
and
part
of
what's
happening.
There
is
like
so
joy.
Her
work
is
looking
at
face
recognition,
technology
in
particular,
and
why
face
recognition
technology?
So
she
has
this
very
famous
video
of
her
approaching,
like
Microsoft's,
very
famous,
face
recognition
software
and
it
does
key
point
analysis.
It
looks
at
like
where
your
eyes
are,
where
your
nose
are
these
things
and
it
fails
on
her
face
as
a
black
woman
and
then
when
she
puts
on
a
white
mask
it
immediately
works.
E
Her
face-
and
this
has
to
do
with
you-
need
millions
and
millions
of
data
samples
trained
against
a
piece
of
software
to
be
able
to
correctly
identify
these
things.
And
so,
whenever
you're
working
on
a
team
of
engineers
who
they're
using
their
faces
to
train
these
things
and
test
them-
and
none
of
them-
are
people
of
color.
It
maybe
isn't
that
surprising
that
then
they
go
deploy
it
and
none
of
them
are
people
of
color
and
even
Google
has
released
software
with
these
kinds
of
problems.
K
Ok,
well,
we
obviously
aren't
accusing
the
autonomous
industry
of
you
know
intentionally
not
identifying
people
of
color.
In
your
words,
though,
Michael
I
take
it
as
because
of
the
lack
of
people
in
that
industry,
whether
you
know
the
diversity,
the
lack
of
diversity
in
that
industry
is
why
it's
kind
of
it's.
K
K
B
E
A
I
So
I'll
also
take
my
turf,
councilman
council
people
are
finished
and
just
to
disclose
I
always
do
my
husband
also
works
at
CMU
and
is
the
executive
director
of
the
traffic
21
Institute,
which
does
a
lot
of
intelligent
transportation
work.
So
I've
always
want
to
share
that.
So
the
and
I
think
that
they
do.
He
does
work
with
the
researchers
who
worked
on
that
vehicle,
but
I'm
not
able
to
speak
to
it.
So
what
I
really
appreciate
about
this?
This
post
agenda
is
that
we
have
a
lot
of
conversation
to
do
publicly
right.
I
Environmental
impacts,
safety
and
privacy
almost
feel
like
we've
just
scratched
the
surface
and
a
very
nicely
summary
for
us
here,
but
you
can
tell
that
there
is
really
deep
conversations
to
be
had
around
each
of
these
topics.
So
it's
almost
like.
We
need
to
kind
of
keep
the
conversation
going
and
drill
down
a
lot
deeper,
and
your
document
I
know
that
you
were
showing
sharing
it
at
the
press
conference,
wait
who's
driving.
This
thing
is
available
online
and.
H
G
I
Great,
and
so
this
post
agenda
was
a
summary
of
a
lot
of
the
points,
but
there
still
is
a
lot
more
there
and
I
want
to
say
that
why
we
spend
a
lot
of
time
on
the
risks
which
are
so
well
documented
and
also
cited
in
the
the
I
think
hundred
plus
scholarly
papers.
I
think
these
that
are
cited
in
summary
here
in
the
literature
review
that
I
think
the
right
place
for
us
to
continue.
The
conversation
also
is
to
talk
about
those
opportunities
for
the
way
things
could
be
and
should
be
right.
I
That
would
be
more
fair
right,
and
so,
while
we're
taking
things
into
account,
as
council
members
so
eloquently
asked
their
questions
about,
you
know
who
benefits
who
pays
I?
Think
it's
a
lot
of
what
Laura
your
comments
were
about
as
well.
What
is
the
right
place
for
us
to
spend
wait?
This
is
our
table,
and
these
are
our
funds
as
a
citizenry
right.
We
are
as
the
citizens
of
the
city
of
Pittsburgh.
You
know
where.
I
I
always
like
to
remind
council
that
we
are
actually
rebuilding
our
infrastructure
now
that
it
is
over
a
hundred
years
old
and
it
is
collapsing
and
all
those
sewer
collapses
and
all
those
gas
but
lines
that
are
100
years
old
and
all
of
the
telecommunications
that
will
need
to
be
deployed.
We
didn't
even
touch
on
five
G
to
do
this
near
field
communications.
I
We
know
it
can
have
negative
ramifications,
like
my
constituents
are
suffering
in
morningside
right
now,
because
Port
Authority
buses
can't
even
get
through
and
people
are
struggling
to
get
through
the
streets
because
the
the
permits
were
all
issued
at
the
same
time
without
thinking
about
detours
and
how
people
were
going
to
get
in
and
out
of
the
neighborhood.
But
it
also
provides
an
opportunity
for
those
capital
expenditures
and
making
those
choices
because
we're
really
it.
This
is
not
maintenance.
E
The
consumer
Fair
Credit,
Reporting
Act,
it
said
FTC
regulation
and
it
just
ensures
that,
like
you,
can
amend
your
credit
report
and
that
you
can
that
you
get
correct
information
on
your
credit
report
and
credit
information.
This
is
like
one
of
the
best
regulations
we
have
that
protects
consumers
from
selling
data
right
now
about
financial
and
credit
worthiness
and
things
and.
I
L
I
We
don't
have
federal
protection,
and
so
what
is
our
capacity?
I
think
the
open-ended
question
is
what
is
our
capacity
at
the
city
level
to
try
to
provide
some
level
of
protection
and
equity
around
these
issues
as
well?
So
this
is
really
a
deep
and
great
introduction.
I,
unfortunately,
I
feel
like
it's
just
in
to
a
lot
of
still
really
big
questions,
but
very
important
ones.
So,
thank
you
all
for
coming
and
sharing
your
knowledge
with
us.
It's
been
I
think
incredibly
beneficial
to
council
members
and
I
hope
to
the
public
as
well.