►
Description
Transportation and Traffic Safety Advisory Committee Meeting 121218
A
C
A
D
C
A
A
A
E
A
A
Ok,
communication,
so
first
item
is
vision,
zero
and
this
is
to
adopt
a
family
of
traffic
safety
programs
based
on
the
principles
of
systematic
safety,
with
the
goal
of
ending
all
traffic
fatalities
by
the
group
of
an
agreed
upon
year.
This
requires
stakeholders
summit's
pivots
in
traffic
thinking
and
has
been
adopted
as
near
as
10
20.
We
have
anyone
here.
C
D
F
Okay,
alright,
so
just
as
a
quick
sort
of
rundown
as
to
what
this
is
on
that
to
give
you
guys
a
little
bit
of
a
pop
quiz
to
see
where
we
stand
on
our
ideas,
these
concepts.
So
what
do
you
think
kills
more
people
every
year
in
the
u.s.
gun
violence?
You
know,
that's
been
a
pretty
politically
charged
issue
or
cars,
cars.
F
F
Some
more
than
40,000
last
year
was
a
fever
pitch
of
over
40,000,
so
traffic
accidents
and
traffic
fatalities
or
decreasing
in
Laredo
true-false.
Oh
that's,
right,
LMT
actually
did
a
quick
write-up
about
then
actually
increasing
in
the
last
few
years.
So
definitely
definitely
not.
There
is
nothing
that
can
be
done
about
traffic
accidents.
They
are
simply
the
costs
of
doing
business.
What
and
that's
what
we
end
up
here
with
vision,
zero.
So
like
directory's
mentioned
vision,
zero
is
a
family
trapped
traffic
safety
programs
that
started
in
Sweden
in
1997
was
then
adopted.
All
over.
F
You
know
up
in
the
maintenance
way
into
the
u.s.
and
in
mid
2000s.
Like
was
also
mentioned,
sanity
adopted
it
in
the
last
five
years
and
they've
seen
a
decrease
in
traffic
fatalities
in
it,
so
I
kind
of
want
to
explain
what
this
is
before.
We
talk
about
its
adoption,
which
we
met
with
the
city
manager
about
last
week,
so
again,
programs
that
are
based
on
systemic
safety.
So
what
is
that
it's
about
five
core
principles?
One
is
speed.
Control
and
separation
is
functional,
harmony,
forgiveness
and
state
awareness.
F
Ability
and
simplicity
so
we'll
go
into
depth
a
little
bit
more,
but
all
of
these
five
things
essentially
come
down
to
the
fact
that
humans
are
gonna,
make
mistakes
and
a
road
system
that
is
designed
over
humans,
not
making
mistakes.
It's
not
one.
That's
very
well
designed
for
humans,
essentially
getting
to
work.
Five
minutes
faster,
is
not
worth
a
single
life
and
that
we
can
engineer
fatalities
out
of
our
traffic
system
that
the
forty
thousand
lives
number
is
not
one
that
we
just
have
to
accept.
It's
an
epidemic.
F
If
anything
else
had
that
kind
of
rate
of
fatalities,
we'd
be
pulling
it
off,
the
shelves
we'd
be
having
recalls
X,
Y
Z,
so
we've
got
a
quick
short
video
about
the
principles
specifically
and
after
that
we
can
move
on
to
the
adoption.
What
that
means
for
Loretto
and
what
we
have
to
do
to
get
that
going.
H
H
H
Countries
based
on
principles
of
systemic
safety,
since
1970
road
deaths
have
been
decreasing
in
the
u.s.
thanks
to
things
like
vehicle
improvements
and
better
efficiency,
medicine,
but
in
the
Netherlands
fatalities,
fallen
much
more
drastically
if
our
rate
had
dropped
like
theirs,
maybe
save
twenty
thousand
lives
of
year.
What
are
they
doing
that
we
haven't
Dutch
road
safety
programs
used
to
be
reacted
like
ours,
identifying
and
fixing
black
spots,
where
an
unusually
large
number
of
crashes
offenders,
but
for
the
last
two
decades
they
have
extent
all
of
the
systemic
safety
approach.
H
D
H
H
Systematic
safety
recognizes
these
fundamental
human
properties
and
based
on
them
has
five
principles.
The
first
is
speed,
control
and
separation.
There's
a
maximum
safe
speed
for
every
type
of
conflict,
for
instance
between
cars
and
crossing
pedestrians.
Roads
should
be
designed
either
to
separate
users,
so
that
conflicts
don't
occur
or
else
to
limit
traffic
speed
based
on
the
conflicts
that
will
occur
where
people
walk
in
the
street,
because
there
are
no
sidewalks
and
it
crossings
where
visibility
is
compromised,
that
drivers
might
need
to
make
sudden
stops.
The
target
speed
is
6
miles
per
hour.
H
This
is
accomplished
with
raised
crossings
where
people
might
cross
the
street
anywhere
and
where
bicycles
are
in
mixed
traffic.
The
target
speed
is
20
miles
product
because
at
higher
speeds,
the
chance
of
surviving
a
collision
falls
rapidly.
This
target
can
be
met
using
speedos
raised
intersections
and
chicane
why
drivers
are
expected
to
yield
at
pedestrian
crossings.
The
target
speed
is
25
miles
per
hour
because
at
higher
speeds,
drivers
are
reluctant
to
stomp
the
25
mile.
H
An
hour
target
can
be
met
using
their
lanes,
Crossing
islands
that
create
then
lemme
roads
to
only
one
lane
for
direction
so
that
cars
cannot
pass
each
other
where
traffic
meets
at
a
90-degree
angle,
the
maximum
safe
speed
is
30
miles
per
hour,
based
on
the
capacity
of
car
frames
and
two
absorbing
side
collisions.
Then.
H
H
Multiple
lane
rollers
that
no
growth
or
speed
exceeds
30
miles
per
hour.
The
next
two
parking
lanes
bikes
should
have
a
separate
path.
Controlling
speeding
is
much
more
than
just
posting
a
speed
limit.
The
road
design
has
to
make
the
target
self
and
force
engineers
around
the
world
know
how
to
design
to
allow
traffic
at
high
speed
the
dutch
of
also
mastered
how
to
design
to
prevent
high
speeds.
The
second
principle
is
functional
harmony.
Roads
can
have
many
functions,
such
as
providing
an
existing
homes
of
shops,
hosting
a
bus
route
or
carrying
food
traffic.
H
Functional
harmony
means
that
a
road
should
avoid
having
incompatible
flourishes,
for
example,
a
street
that
provides
access
to
shops,
a
lot
of
cars
turning
in
and
out
crossing
the
street
that
is
incompatible
with
the
function
of
carrying
through
traffic
based
on
functionality.
Cities
should
have
four
types
of
roads:
local
streets,
with
the
target
speed
of
20
miles
per
hour.
No
lane
markings
on
street
parking
and
traffic
diversions
is
necessary
to
keep
away
through
traffic
neighborhood
principles
with
the
target
speed
of
25
miles
per
hour,
one
lanpert
direction
possible
bike
lanes
and
frequent
crosswalks
with
crossings.
F
Terms
of
access
points
so
you're
constantly
having
90-degree
intersections
on
McPherson
right,
but
it's
at
25
miles
an
hour.
So
it's
your
question:
Nutrition
doesn't
actually
fit
into
any
of
those
and
that's
why
McPherson
has
such
a
high
level
of
traffic
incidents,
and
so
that's
kind
of
where
it's
getting
third.
H
H
Pedestrian
crossings
almost
always
have
a
crossing
island,
because
it's
so
much
simpler
and
therefore
so
much
safer
to
check
one
direction
at
a
time
and
for
turning
left
across
busy
roads.
Dutch
roads
have
left
turn
lanes
and
turn
outlets
which
take
away
the
errors
that
occur
when
people
have
to
search
for
a
gap
in
the
traffic.
The
fourth
principle
of
systematic
safety
is
forgiving
this
and
restricting
this
forgiving.
H
This
means
making
it
so
that,
if
somebody
makes
a
simple
mistake,
it
won't
result
in
serious
injury,
restrictive,
nough
Smeets,
preventing
people
from
making
the
mistakes
they
might
want
to
make.
For
example,
physically
separating
bike
lanes
prevents
people
from
parking
it
and
limiting
roads
to
one
lane
for
direction.
It
makes
it
impossible
to
speed
when
there's
a
car
ahead
of
you.
H
Of
road
designs
such
as
drunk
driving,
texting
and
then
experienced
operates.
The
mobility
that
automobiles
and
roads
have
brought
us
has
made
enormous
gains
for
human
prosperity
and
freedom,
but
vision.
Zero
says
that
we
mean
not
and
should
not
accept
an
epidemic
of
road
injuries
and
deaths
as
the
price
of
progress.
H
F
D
F
F
F
F
F
G
F
San
Antonio
how
they
got
those
off
the
ground.
We've
done
a
considerable
amount
of
research,
and
now
we
feel
comfortable
enough
to
put
it
back
into
resolution,
form
and
say
the
council
chambers.
Let
me
get
a
pass.
So
what
does
the
next
six
months
look
like?
Well,
if
we
can
get
council
to
say
yes,
you
have
our
blessing.
We
commit
these
resources
to
getting
this
off
the
ground.
I
F
We
have
a
vision,
zero
action
plan
and
what
that
means
is
we
can
use
that
to
refer
back
to
our
capital
improvements
program
and
maybe
come
up
with
better
investments
that
have
a
higher
yield
than
ones
that
we
decided
upon
already,
because
we
have
very
limited
data
consultants
in
terms
of
what
programs
were
deciding
follow
and
what
projects
for
investing
we're
kind
of
doing
this.
Blindly,
it's
almost
superstition
where
we
go.
F
We
think
we
should
put
our
money
and
resources
towards
this,
but
we
don't
know
if
that
is
going
to
be
the
you
know,
reward
we
don't
know,
that's
the
best
place
to
put
our
money
and
something
like
this
is
a
tool
that
our
cities
have
been
using
to
go.
This
intersection,
for
example,
Fremont,
is
a
city
in
California
they
found,
after
that
they
went
through
this
process.
F
That's
something
like
90%
of
their
traffic
fatalities
were
happening
on
10%
of
their
roads,
and
so
then,
after
after
you
see
something
like
that,
you
totally
reconsider
new
capital
improvements
program
and
you
go.
This
is
where
the
money
needs
to
be
and
that's
exactly
what
they
did
and
they've
reduced
their
traffic
fatalities.
I
think.
F
A
That
was
my
concern
too,
is
like
you
think
you
know,
if
you're
going,
if
you're
saying
that
the
whole
civil
a
doe
needs
to
implement.
But,
like
you
say,
that's
your
study,
it's
gonna
be
focused
just
on
several,
but
several
major
thoroughfares,
that,
like
like
the
white,
we
we
see
the
decrease
in
an
accident
based
on
the
changing
of
the
direction
of
that
one.
That's
my
concern,
but
another
thing:
do
you
have
a
dollar
amount
that
they
wouldn't
you
know
that
conflict
could
say:
hey
what
you're
looking
want
this?
F
At
the
front
end,
you
know
the
summit
getting
these
folks
together,
I
mean
it's
it's
money
that
we're
spending
in
terms
of
salaries.
Right
me
coordinating
this
in
essentially
the
council
going
hey.
We
pay
your
salary,
we're!
Okay,
if
you
start
using
the
time
towards
making
this
summit
happen
and
then
obviously
all
the
folks
are
or
anything
about
the
actual
yeah
right
and
and
we
and
so
we
get,
we
got
that
plan
so
I
think.
G
F
Months,
for
example,
is
about
forty
pages
of
these
are
the
things
we
need
to
focus
on
and
that's
gonna
I
mean
that's
gonna
be
different
for
everybody.
So,
and
so
we
do
that
work,
I'm
gonna
get
out
all
the
stakeholders
together
and
we
look
over
that
data.
I
mean
it's
impossible
to
say,
but
when
we
do
get
to
that
point,
for
example,
something
to
mr.
Pena
today
about
how
attacks
off
have
given
us.
F
You
know
more
than
a
million
dollars
to
look
at
access
management
on
McPherson,
as
you
can
tell
you
know,
having
so
many
access
points
on
the
45
mile-per-hour
road
is
a
recipe
for
disaster,
and
we
see
that
in
our
data
already,
but
it
was
such
a
politically
hard
issue
to
push
for
that.
It
totally
dissolved
and
we
actually
had
to
give
that
money
back
and
it
was
a
great
source
of
embarrassment
for
us
for
text
up
and
ever
since
then
they've
been
looking
at
every
application.
F
F
F
That's
always
been
absent
in
the
political
discourse
before
so
it's
a
much
more
difficult
thing
to
swallow,
but
you
give
politicians
what
they
need
to
talk
to
their
constituents
to
go
hey.
This
is
something
that
is
a
moral
ethical
issue.
It's
not
just
a
traffic
engineering
issue
and
that's
a
totally
different
degree
of
plausible,
excluding
the
necessary
prioritization
of
human
life.
B
F
C
I
mean
what
what
does
what's
needed
from
the
committee
as
far
as
in
with
support
but
I,
think
your
gift
given
to
us
will
convey
that
support
as
we
go
before
City
Council
21st
winter
we've
got
one
meeting
in
January,
so
this
will
be
in
the
form
of
resolution.
Typically,
the
resolutions
are
sort
of
lumped
in
together,
so
big.
They
don't
really
stop
on
a
lot
of
these,
so
it
may
go
as
easy
as
all
approving
moving
forward.
C
But
if
it
were
up
to
us,
we'd
like
to
you
know,
say
a
couple
words
about
this
before
they
we
don't
see,
we
don't
see
any
any
issues
necessarily
going
forward
because
they
support
this
sort
of
ideal
rate.
So
we
just
need
to
put
in
the
form
of
a
resolution,
get
it
before
the
City
Council,
with
the
recommendation,
which
will
effects
to
the
resolution
document.
In
the
background
saying
you
know
brought
before
the
committee
and
committee
and
well.
B
I
B
I
Have
and
everybody
that's
going
to
participate,
it's
gonna
have
to
have
a
very
open
mind
and-
and-
and
you
know
a
lot
of
us
or
most
of
us-
don't
know
enough
about
this
dude
to
make
decisions,
so
you
know
we'll
be
learning,
but
at
the
same
time
you
know
we
need
to
apply
ideas
to
have,
but
we
can
work
this
out
all
right.
It's.
A
F
D
C
So
when
even
the
fierson
were
retrofitting
to
some
degree
we
are,
or
the
attempt
with
you
know,
making
McPherson
is
a
bad
example,
as
he
brought
it
up.
You
know
that's
the
case
that
we
would
have
because
I'll
be
one
challenge
of
retrofitting
one
going
forward
and
planning
ahead
with
the
development
community,
because
that's
a
whole
other
discussion
in
getting
the
development
community
to
say
from
this
point
forward
commercially
we're
going
to
do
this.
You
know
industrially
we're
gonna.
Do
this
residentially.
C
This,
whatever
this
is
I,
don't
know
but
I
think
that's
where
we
want
to
go
holistically
with
all
parties
mark,
because
you're
gonna
take
a
whole
different
approach
in
industrial
parks.
And
then
you
are
a
residential
for
more
my
drove
over
220
as
compared
to
you
know:
Galveston,
Street
or
arkad.
You
know
the
street,
but
so
different
applications
different.
A
D
C
So
you
know
you've
got
that
different
classification,
even
though
it
cuts
through
you
know
some
pretty
thick
neighborhoods,
but
that's
what
you
have
is
you
have
access
issues
between
long
road
with
system
and
another
cutting
through
the
middle
of
a
bunch
of
neighborhoods,
and
so
the
answer
is:
do
we
get
more
people
through
the
faster?
Do
we
slow
them
down
or
how
do
we
adjust
invite?
You
know
it's
three
rounds
right
around.
F
I
I
F
In
and
so
you
know,
we
talk
about
this
all
the
time,
but
that
was
lured
to
the
planning
issue.
You
know
putting
how
you
know:
density,
residential
or
a
tons
of
neighborhoods,
around
industrial
parks
and
into
you
know
getting
kids
to
school
in
between
you
know.
16
wheels
was
over
18
rows
was
never
a
good
idea
to
begin
with,
and
so
what
we
can
do
moving
forward
is
going
to
say,
hey.
While
we
try
to
make
this
better,
let's
make
a
commitment
to
now
do
this
again.
F
F
Problem
between
a
place
like
the
United
States,
like
Europe,
is
Europe
clothes
to
be
predated.
The
car
America
grew
up
with
the
cars.
We've
got
completely
different
infrastructures
so
that
that
problem
is
uniquely
American,
but
what
we
can
do
is
maybe
we
can't
look
to
Amsterdam,
there's
a
perfect
one
to
one,
but
we
can
look
at
other
places
in
the
u.s.
as
it
as
a
good
one
and
I
think
it's
gonna
be
a
combination
of
both
a
new
infrastructure
and
trying
to
do
the
best
of
what
we
got
all
right.
Thank
you
very
much.
C
C
They
want
to
see
about
establishing
services
here
within
the
city
and
it's
very
selective
so
before
we,
you
know,
start
thinking
that
we're
gonna
see
scooters
all
over
the
place.
The
business
model
doesn't
lend
itself
to
that.
So
you
know
you
have
these.
These
scooters
that
you
now
see
in
a
lot
of
cities,
now
San
Antonio
being
prevalent
in
the
downtown
areas
in
other
places,
but
it's
it
pretty
much.
You
know
a
scooter
that
you
know
is
is
shared
throughout
as
you
swipe
the
card
you
unlock
it,
you
use
it.
C
You
park
it
in
an
allowable
space.
It
stops
charging
the
cart
the
next
person
that
would
like
to
use
it
swipes
their
their
their
their
card
and
continues
on.
So
they
have
a
fee
based
model.
There's
a
couple
different
areas
or
locations
where
we
think
it
might
be
successful,
which
is
a
downtown,
may
be
the
rate
of
college
named
Tim.
You
see
from
one
one
side
of
these
campuses
are
in
between
to
another
downtown
areas
as
well,
so
in
saying
all
that
they
they
are
in
again
most
of
these
communities.
C
They
keep
Dallas's
san
antonio's
and
their
wanting
to
come
and
look
to
us
to
do
that.
So
legal
right
now,
as
I
think
almost
completed
a
document
allowing
for
these
services,
because
I
should
have
probably
started
with
that.
We
actually
have
an
ordinance
against
the
use
of
motorized
vehicles
on
sidewalks,
so
we'd
have
to
bring
that
ordinance.
C
I
removed
that
ordinance
to
allow
for
that
to
happen,
and
then
what
we
would
do
was
we
would
have
a
system
a
a
program
set
up
to
allow
for
these
companies
to
come
in
okay,
I
kind
of
explained
it
kind
of
like
how
we
have
our
taxi
systems.
We
have
a
finite
number
of
taxi
permits.
We
manage
all
of
the
taxi
systems,
there's
a
lot
of
different
companies
out
there,
but
where
we
monitor
them,
make
sure
that
the
providing
good
service
we
inspect.
You
know
we
you
know
annually.
We
we
receive
complaints
for
review.
C
Company
I
know
there's
discussions
as
to
if
there
should
be
a
limited
number
of
companies
to
come
in
to
make
it
feasible
to
be
here.
Our
legal
department
seems
to
believe
that
that
we
can
not
allow
others
to
not
want
to
compete
in
the
business
so
that
they
have
to
work.
That
decision
out
themselves,
but
essentially,
what's
going
to
happen,
is
again
in
the
to
the
January
meeting.
C
I'll
allow
again
alley
to
provide
some
detail
as
to
some
of
the
allowances
that
that
can
happen,
but
we
we
essentially
would
have
that
same
system
where
we
have
an
annual
fee
flat
annual
fee,
something
nominal
like
200
300,
$400
720
has
a
$500
annual
fee,
I
think
and
then
it's
a
per
unit
cost
annually.
So
I
think
what
we've
proposed
and
they
agreed
to
is
like
$10
of
Stewart
again.
D
C
They
must
provide
their
non
this
time,
descriptive,
Naughton.
We
call
it
personalized
data
to
the
traffic
department
to
be
able
to
walk
in
and
make
that
capital
improvements
down
the
road
by
knowing
you
have
a
huge
of
all
the
users
from
this
one
to
this
point
or
in
this
route,
to
this
truck
or
from
these
times
to
these
times
so
you're
able
to
make
better
decisions,
because
now
you
know
ridership
as
it's
coming
up
and
and
how
it's
being
used.
C
So
that's
a
huge
value
for
for
the
city,
all
right,
so
we
we
got
that
video
as
part
of
any
deal
or
any
sort
of
a
permit
that
we
work
for
life.
I,
guess.
The
initial
challenge
is
that
we
would
have.
You
know,
was
just
a
learning
curve
that
we
would
have
I.
Think
you
know
within
users
with
the
property
owners,
drivers.
G
C
C
To
come
in,
they
would
allow
on
the
sidewalks
as
well.
So
that's
that's
the
difference
age
and
let
me
tell
you
the
ordinance
is
actually
because
of
an
issue
that
rose
many
years
ago
with
motorized
vehicles.
There
was
some
bad
accidents
and
then
some
fatalities
actually
in
a
year
within
the
city,
so
that
was
that
was
quickly
addressed
through
the
or
insane
no
motorized
vehicle
better.
Just
to
give
the
skiers
an.
B
C
C
Think
they've
gone
through
again.
You
know
we're
not
trying
to
reinvent
anything
we're
grabbing
houston's
and
san
antonio's
and
Austin's
and
kind
of
mostly
San
Antonio's
and
kind
of
watering
it
down
to
what
we
need
for
we're,
not
watering
down,
but
making
more
specific
to
our
Dean
Stimac
here
and
I'll,
be
using
the
same
same
language,
same
protections
that
they're
using
successfully
now
again.
Well,
this
is
business
model.
Will
work,
that's
for
them
to
decide
right!
That's
you
know.
We.
C
Programmed
without
us
having
a
thumb
on
that
scale
without
us
rated
it-
and
we
said
you
know
what
it's
best
to
stand
back-
that
those
TNCs
those
those
those
type
companies
not
be
regulated
at
all
so
right
now
we
don't
ask
for
any
permits
registration,
anything
on
uber
lyft.
So
we
took
that
approach
that
hands-off
approach
this
one
we
believe
we
have
to
regulate
just
like
other
cities
have
because
of
some
nuanced
issues
and
and.
A
D
D
C
That,
as
well
as
that
happened
with
ubers
and
lives,
the
taxis
came
out
and
said:
well,
we
want
the
sands
we'd
like
to
be
the
regulator
as
well.
If
you're
not
gonna,
regulate
we're
not
never
greatly,
then
so
they
asked
the
council
that
council
looked
like
one
or
two
meetings.
Later
they
came
back
knocking
on
the
door.
Yelling,
let's
go!
Please
please,
please
put
back
these
regulations
in
because
there
were
some
catch
things
that
made
sure
that
everybody
is
playing
by
the
rules,
so
rules
kind
of
benefit.
C
You
know
no
I,
think
all
to
where
at
least
you
know
what,
if
you're
asking
people
to
play
by
the
rule
book,
so
then
they
we
had
to
come
out.
They
hadn't
come
out.
We
had
to
ask
them
to
put
back
the
exact
regulations
that
were
faced
before,
to
put
them
back
and
we
thought,
let's
see
if
we
go
back
any
further,
and
that
was
the
last
we
heard
so
now
they're
playing
with
the
same
rules
they
had
before
so.
A
D
A
C
I
C
C
Have
been
better
if
you
go
ahead
and
make
sure
that
we
have
so
everybody's
back,
we're
gonna,
bring
it
to
Council,
they're,
gonna,
I'm.
Sure,
there's
gonna
be
a
lot
of
questions
again.
It's
in
Mormont's,
there's
gonna
be
a
couple
readings
until
there's
gonna
be
plenty
of
opportunity
for
not
only
the
council,
the
general
public
constituents
staff
to
answer
questions
going
forward
so
rule
we'll
put
that
on
there
and
see
what
go
with
this.
Some.
F
Other
interesting
caveats
is,
and
we
met
with
their
gr
personal
I
said
you
know
one
of
our
biggest
sort
of
pedestrian
and
non-motorized
groups's
people
that
go
across
every
day
and
if
you
put,
you
know,
electrified
scooters,
it's
gonna
be
a
tempting
ride
to
go
back
and
forth
and
he
was
like
okay,
so
we'll
probably
be
seeing
those
along
the
bridge.
A
lot
now
I
know
they
already
work
in
Mexico,
City,
so
I
don't
know
what
the
consequences
of
that
will
be,
but
it'll
be
interesting
to
see.
F
The
other
thing
we
talked
about
at
length
was
about
whether
or
not
we
wanted
to
go
into
an
exclusive
deal
with
one
company
versus
multiple
because,
as
as
he
very
accurately
pointed
out
to
some
other
cities,
they
opened
up
the
floodgates
and
they
get
oversaturated
with
all
of
these,
and
these
scooters
are
being
left.
You
know
in
rivers
and
on
roads
and
all
sorts
of
crazy
stuff,
and
it
has
been
a
problem.
F
F
F
A
F
Might
start
thinking
other
stuff
right?
Well,
you
know.
The
other
thing
is
is
that
let's
say
we
have
enough
capacity
for
100
scooters
throughout
the
city,
but
that's
just
enough
to
make
it
lucrative
for
a
company
to
come
down
in
the
first
place,
and
so
then
we've
got
you
know
four
times
the
amount
that
we
activate
a
service
for.
So
then
we've
made
it
not
good
for
anybody.
Private
companies
have
a
way
to
find
out
very,
very
quickly.
I
C
C
F
And
so
the
director
of
the
health
department
he's
actually
not
supportive
of
this.
At
all,
he's
essentially,
like
you
guys,
are
supposed
to
better
active
transportation.
This
isn't
active
to
which
yeah
good
point,
but
what
it
is
is
a
catalyst,
because
if
we
get
people,
if
they're
not
gonna
bike
up,
they'll
definitely
get
on
one
of
those
scooters,
and
so,
if
we
get
more
people
to
do
that,
it's
gonna
be
a
call
for
more
bike,
scooter
and
infrastructure,
and
so
that
will
make
the
whole
thing
better
right,
because
we've
got
infrastructure
for
everybody.
F
A
D
A
C
A
A
C
Thank
you
so
sure
we
I
like
to
recognize
mr.
Vegas
he's
Jesus.
You
know
one
work
or
citizens
here
he's
been
very
active
with
us
and
working
on
this
project.
So
we
appreciate
the
time
he's
taken
the
active
role
that
he's
been
involved.
That's
that's
kind
of
this
stuff
that
we'd
like
to
see
and
hope.
More
more
customer
bases
are
out
there.
So
he
pointed
out
so
thanks
Aldo,
more
of
something
so
that
we
use
some
things
that
we
hadn't
seen
in
a
while
and.
C
So
we
took
a
look
and
studied
the
the
roadway
to
see
the
speeds
a
lot
of
the
portion
of
the
roadway,
because
there
was
there
was
a
smattering
of
some
changes
with
speed
limits,
differences,
and
so
what
we
wanted
to
do
was
if
we
could
have
a
standardized
speed
limit
throughout
some
people
are
still
again
if
we're
asking
them
to
play
by
by
the
rules.
We
need
to
show
you
what
the
you
know.
C
What
rule
book
to
play
by
so
one
is
sounder,
sad
speed
limits
with
this
target
area
and
also
to
the
school
zones
where
we
have
established
school
zones
at
a
twenty
mile
an
hour
we
want
to
visit
those
as
well.
This
were
were
again
also
taking
to
a
city
council
in
the
form
of
an
ordinance
and
we'd
like
to
take
this
way
with
the
recommendation
from
from
from
this
committee,
Robert
Pena
or
engineering
superintendent.
J
And
so
what
we
have
here
is
an
inventory
of
of
existing
signage
sort
of
speed,
limit
signs
specifically
and
we're
indicating
we
also
acquired
our
accident,
our
crash
data,
and
so
as
we
move
down
the
roadway,
we're
showing
what
we
have
for
a
5th
percentile
speed,
which
is
essentially
what
we
we
say
are
our
speed
limits
at.
And
so
we
have
a
top
speed
and
a
logging
of
vehicles
for
that
time
period.
And
let
me
move
down
the
road.
J
J
A
newer
one
is
that
I
think
that's
what
there
is
right
so
so,
essentially,
the
the
roadway
is
a
40
mile,
an
hour
e4
85th
percentile,
it's
what
we're
going
to
be
recommending
these
are.
These
are
some
crackers
that
we
have
here
which
our
personal
injuries
and
possible,
but
I,
don't
believe
we
have
any
fatalities
within
the
three
years
that
we
evaluated.
J
This
is
a
one
of
the
sites
where
we
put
down
the
data
collection
devices
which
are
hosts
counters,
and
we
collected
eight
over
over
three
days,
October
30th
to
November
1st,
and
you
can
see
the
information
in
here
for
both
directions:
east
and
west,
where
the
85th
percentile
is
difficulty.
I
goes
to
50
and
the
high
top
speed
is
significantly
high.
55
plus-
and
these
are
the
volumes
11
11,500.
J
C
If
I
can
to
just
obviously
that's
a
standard,
85th
percentile,
it
is
a
standard
of
how
to
establish,
and
so
that's
that's
not
outside
of
normal
I
think
we
all
probably
have
been
out
there
and
there
there
is
five
items:
there's
there's
a
couple:
CIE
capital
program
projects,
one
specifically
rather
reserved
we're
asking
for
a
signal
which
right
and
we
saw
a
couple
accidents
on
those
on
the
data
that
we
pulled.
You've
had,
as
you
know,
south
or
I'm.
G
C
But
again,
you
know
these.
These
are
the
speeds
that
we're
looking
at
roadways
or
the
parts
of
the
road
or
the
portions
of
the
robot
that
we're
looking
at
and
so
working
off
of.
What
are
a
5th
percentile
is
why
we're
recommending
to
adjust
for
me
35
to
a
40
and
a
20
to
25
throughout
that
entire
quarter,
and
not
having
different
changing
speed
limits
throughout.
B
G
The
reason
I
brought
the
issue
up
is
because
there's
30s
35
40s,
obviously
the
school
zones
and
it's
causes.
Confusion
for
drivers.
I
ended
up
having
some
skin
in
the
game
at
$200
for
a
different
adjudication
on
the
ticket,
with
the
understanding
that
I
would
try
to
bring
this
to
you
guys.
First
and.
I
C
C
I
I
We
had
on
Delmar
right
past,
the
pool
or
its
to
name
becomes
a1,
and
then
it
opens
up
into
a
do
and
and
and
we're
gonna
have
the
same
problem
right
there
and
and
and
with
that
school
growing
in
a
few
years
it's
gonna
be
impossible
to
to
look
through
there,
so
actually
going
for
you.
So
we
because
there's
a
tool
in
coming:
East,
I'm.
Sorry,
yes,
sir,
and
there's
a
one
name
going
both
ways.
C
Agree
to
and
pass
that
to
work
big
performance
of
it
right,
so
we're
seeing
the
same
song
with
you,
especially
because
to
once
you
cross
the
20
you've
got
other
schools
on
that
typical,
so
you've
got
people
actually
going
to
those
schools
using
dumb
arm.
So
not
only
now,
all
the
Alexander
stuff
that's
happening.
People
are
trying
to
know
what
they're
citing
across
the
22
get
over.
C
So
we
even
need
any
more
map,
so
we
can
forever
is
invariably
where
she's
working
with
with
management
with
the
private
property
I,
don't
see
how
that
would
be
worked
out
that
from
our
part,
we
are
entirely
supportive,
we'll
do
what
we
as
much
we'll
make
as
much
noise
as
we
can.
We
recommend
that
that,
if
that's
something
you
would
want
to
make
noise
about,
we
would
recommend
as
well,
because
from
a
traffic
standpoint
we
entirely
agree
as
well.
C
B
That
seems
to
me,
I
would
agree
with
that.
That's
let's
see
it
could
be
more
the
challenge
in
this
area
than
than
the
speed,
because
really
the
speed
discussions
about
moving
more
volume
right,
that's
what
this
is
about.
I,
stop
and
and
forty
seems
with
so
much
going
on
in
there
and
seems
fast
to
me-
I
get
the
85
percentile.
Yes,.
F
Research
and
data
show
that
as
soon
as
you
widen,
the
road
immediately
goes
back
to
the
school
capacity
in
the
span
of
sometimes
months.
So
it's
not
a
very
good
investment.
I
understand
this
sounds
a
little
bit
different,
but
the
principle
still
there.
So
that's
really
that's.
First,
that's
right!
Well,.
C
Then
we
don't
necessarily
disagree
with
that
either.
We
don't
want
to
speak
on
both
sides
of
our
mouth,
but
but
what
we
do
want
to
do
also
is
is
respond
when
we,
when
we
do
have
that
challenge
of
having
different
speed
limits
so
on
the
driver
themselves,
it's
it's
kind
of
tough,
also
to
to
be
aware
and
of
all
these
changes
right,
one
and
so
responding
to
that.
We
went
out
there
and
conducted
the
study
and
found
the
85th
percentile.
Now
at
this
point,
does
that
mean
mean
that
we're
required
to
go
to
the
85th?
K
It
doesn't
mean
that
we're
gonna
say
that
60
or
70,
so
what
we
said
you
know
what
we
have
to
look
into.
That's
what
you
had
situation.
We
have
a
lot
of
driveways
where
you
have
a
lot
of
people
going
in
out,
so
we
take
your
leg
to
the
races.
So
under
that
you
can
say
you
want
I'm,
not
gonna,
go
she's,
gonna,
pull
it
over.
I'm
gonna
go
north!
So,
based
on
that-
and
you
say,
let's
keep
it
at
forty
I
mean
could
go
somewhere.
K
It's
gonna
be
45,
actually
I
think
in
some
areas,
with
some
eighty-five
percent
about
knowing
all
that
activity.
The
driveway
we
understand,
that's
all
we
say
known
as
a
steeper
at
40.
Ultimately,
it's
the
speed
needs
to
be
set
based
on
speed
right
on
there,
five
percent
of
speed.
What
could
happen?
Somebody
could
challenge,
and
you
know
you
get
a
citation
for
going
for
you.
You
said
this
feeling
like
30,
you
know
each
other,
not
30.
You
know,
listen
correct!
You
saying
this
feeling
that
they
correctly
speaks
so
we
kind
of
have
to
follow
this.
K
K
I
D
K
G
A
just
put
in
perspective
when
you
get
off
the
loop
you're
coming
off
the
loop
at
sixty
as
soon
as
you
trying
to
pawn
to
Delmar
going
west,
it's
a
thirty,
it's
almost
impossible
to
mentally
adjust
from
a
60
to
a
thirty,
and
consequently
it
is
a
speed.
Truck
you'll
find
a
lot
of
citations
are
being
issued.
There
I
had
some
I
had
one
obviously
Councilwoman
diem
I
had
the
same
situation
so
with
a
constant
changing
of
speed
from
speed
limit
from
thirty
thirty-five
forty
plus
the
school's
wings,
its
standardized.
E
K
A
C
C
It
may
be
lower
just
because
of
it
be
more
narrow
and
again
you
know
it
sounds
counterproductive,
but
y'all
saw
what
what
low
speeds
he'll
do,
but
also
you
have
to
weigh
that
with
the
challenge
of
getting
people
from
safely
from
one
point
to
the
next
safely
and
then
using
standards
right.
So
this
this
is,
this
is
a
standard
being
used.
C
You
know
it's
a
state
standard
and
and
Ed
miss
from
videos.
You
know
correct
and
will
reiterate
it
again,
even
to
be
challenged
to
say.
Show
me.
You
know
your
study
where,
where
I
shouldn't
be,
you
know
able
to
drive.
You
know
40
mile
an
hour
when
everybody
in
front
of
me
was
driving
till
53
on
average
yeah.
K
We
used
to
be
35
and
we
went
in
there
and
did
that
such
under
40,
but
we
had
to
stop
there
in
the
area
of
the
art,
art
or
somewhere
everything,
because
it
was
not
wide
enough.
So
we
kept
it
at
35.
That's
why
you
have
all
this.
Then
we
wipe
it
out
now
we'll
have
a
white
fine.
They
rolled
all
the
way
to
pass
Alexander.
So
that's
why?