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From YouTube: March 5, 2019 Transportation & Public Works Committee
Description
Minneapolis Transportation & Public Works Committee Meeting
A
The
transportation
Public
Works
Committee
the
state
March
5th
2019
khansamar,
break
I
chair
the
committee
I'm
joined
by
my
colleagues,
a
councilmembers
Palmisano,
bender,
Fletcher
and
Gordon.
We
are
a
quorum
and
we'll
proceed
with
today's
agenda.
I
will
note
that
cm
Johnson
isn't
here
due
to
a
family
emergency
conflict.
A
However
I
know,
item
2
is
very
important
to
his
ward.
He's
been
following
it
very
closely
and
I
believe
his
staff
is
here
as
well
in
the
back
for
any
constituent
conversation
that
you
want
to
do
today,
and
so
with
that
I'll
go
through
all
14
items,
starting
with
the
consent
items,
any
council
member
can
pull
them
for
further
consideration.
Item
3
is
the
first
consent
item
and
that's
a
PD
Plaza
ordinance
and
that
we
setting
a
public
hearing
for
that
matter.
A
March
19th
item
4
is
the
tenth
Avenue
Bridge
tunnelled,
a
water
main
project
and
so
bond
amendment
and
appropriation.
The
amounts
are
listed
item.
5
is
the
14th
Avenue
Northeast
alley
construction
project
legislation,
cost
estimate
and
said
that
public
hearing
for
April
23rd
item
6?
Is
the
ESPN
College
GameDay
Block
II
event
for
the
date
listed
item.
7
is
the
area
we
abandoned
for
30
32
and
30
38
Hennepin
Avenue
south
designating
the
project
cost
estimates
and
that
public
hearing
will
be
held
on
May
7th
item.
8
is
the
bid
for
the
ready
mix.
A
Concrete
9
is
the
bid
for
bituminous
mixtures.
10
is
the
bid
for
the
freely
soft
name
plant
2019,
Mason,
E
masonry
repair
project
item
11
is
the
bid
for
the
8th,
Street
reconstruction
project.
12
is
the
bid
for
the
10th
I
have
a
new
water
main
river
crossing
project
and
13
is
the
bid
for
the
Hennepin
Avenue
sanitary
sewer
replacement
project.
A
B
C
Mr.
chair
members
of
the
committee
and
here
for
the
public
hearing
for
the
Grand
Street
northeast
resurfacing
project
January,
18th,
2019,
City
Council
doesn't
need
the
location
streets
and
improvements
proposed.
We
made
in
the
2019
street
resurfacing
program.
The
Grant
Street
northeast
is
one
of
those
projects
within
the
program
grande
Grand
Street
northeast
is
a
Hema
se
or
local
street,
from
Lowry
Avenue
north
east
to
31st
Avenue
Neath
Northeast.
The
MSA
segment
of
Grand
Street
is
from
Lowry
to
30th
and
was
recommen
struct
in
1963.
C
The
project
also
represents
an
opportunity
at
pedestrian
pump
out
at
the
corner
of
29th
Avenue
now
northeast,
which
is
adjacent
to
assisted
living
facility.
The
bump
up
will
significantly
reduce
crossing
distance
and
simplify
crossings
for
people
walking
and
improve
access
for
the
transit.
Stop
the
proposed
street
resurfacing.
Special
assessments
were
determined
by
applying
the
2019
or
firm
assessment
rates
at
the
rate
of
66
per
square
foot
for
non-residential
and
22
cents
per
square
foot
for
residential
properties.
C
There
was
a
neighborhood
meeting
held
and
a
few
people
that
attended
today,
number
4,
we're
recommending
passage
of
a
resolution
ordering
the
work
to
proceed
and
adopting
special
assessments
in
the
amount
of
one
hundred
and
seventy
three
thousand
eight
hundred
seven
dollars
and
forty-five
cents
for
this
project
and
passage
of
a
resolution
requesting
the
board
of
estimate
and
Taxation
authorized.
The
city's
issuance
and
sale
of
assessment
bonds
inside
amount.
That's
my
presentation.
If
there
are
other
questions
we
can
take
those
too
there.
A
Any
questions
for
the
staff
presentation
seeing
none
I
will
open
the
public
hearing
anyone
signed
in
no
one
signed
in.
Does
anyone
wish
to
come
forward
and
speak
to
this
matter.
Anyone
wish
to
come
forward
seeing
none
I
will
close
the
public
hearing
and
move.
The
item
has
submitted
in
further
discussion,
seeing
none
all
in
favor,
say
aye
centi
name
that
carries
and
we
can
now
go
to
public
hearing
at
number.
Two
Thank.
C
You
mr.
chair
again,
Mike
Kennedy
from
the
it's
a
repair
Division
of
Public
Works.
This
is
the
public
hearing
for
the
Sanford
area,
a
residential
street
resurfacing
project
again
on
January
18th,
the
council
designated
locations
the
streets
of
the
resurfacing
project
for
the
program
for
this
year,
and
this
project
was
the
heart
of
that.
C
Sanford
is
a
number
of
local
streets
in
how
long
fell
and
Seward
neighborhood
areas,
as
shown
on
the
map
that
the
companies
the
letter,
the
RCA
I,
won't,
go
through
all
the
details
of
it.
You
can
see
the
the
project
on
the
map,
but
it
includes
a
neighborhood
plus
several
MSA
streets.
The
the
overall
PCI
ranges
from
something
like
43
to
56
within
the
project
areas
which
puts
it
squarely
in
the
PCI
range
where
these
this
kind
of
work
is
appropriate.
C
The
resurfacing
program
costs
of
seven
seven
million
four
hundred
thirty
one
thousand
two
hundred
sixty
three
dollars
as
part.
It's
part
of
this.
The
project
has
1
million
eight
hundred
and
thirty
six
thousand
three
hundred
six
dollars
in
proposed
special
assessments.
The
proposed
street
resurfacing
special
assessments,
again
we're
determined
by
applying
the
2019
uniform
assessment
rates
of
66
cents
per
square
foot
for
non-residential
and
22
cents
per
square
foot
for
residential.
C
So
again,
today,
we
recommend
passes
of
a
resolution
bordering
the
work
to
proceed
in
adopting
special
assessments
in
the
amount
of
one
man,
eight
hundred
and
thirty,
six
thousand
hundred
and
forty
six
dollars
and
73
cents.
For
this
project
and
passage
of
a
resolution
requesting
the
board
of
estimate
and
Taxation
authorized
the
city's
issuance
and
sale
of
assessment
bonds
in
the
amount
stated
again,
that's
my
presentation.
We
can
stand
for
questions
I
understand.
There
are
some
letters.
Rejection
and
people
may
want
to
speak.
Thank.
A
D
Hello,
my
name
is
Robin
Brahms
and
I
reside
at
32:36
31st
Avenue
South,
which
is
in
this
proposed
resurfacing
project
and
I
am
here
to
oppose
not
the
project,
because
I
know
the
street
needs
to
be
resurfaced.
However,
I
am
strictly
opposed
to
the
method
of
assessment
and
I
have
given
all
of
you
a
letter
that
was
written
by
me,
because
the
assessment
is
somehow
based
on
a
pyramid
system
that
is
ancient
and
we
are
in
the
21st
century.
D
I
do
not
understand
why
properties
that
are
assessed
by
square
foot
I
had
a
neighbor
at
31
29,
29th,
Avenue
South,
who
lived
there
for
50
years
till
she
was
89
or
90
years
old
in
that
50
years.
She
never
drove
an
automobile,
but
she
had
a
huge
lot,
almost
a
double
lot.
So
imagine
what
she
would
pay
for
a
street
resurfacing.
It's
simply
unfair.
D
Everyone
uses
the
city
streets,
everyone
and
therefore
every
property
that
is
taxable
every
taxable
entity
should
be
taxed
on
an
equitable
basis.
The
pyramid
system
has
networked
and
it
is
continually
used.
I,
don't
know
why
it's
never
been
investigated
and
looked
at
for
its
bias
and
unfairness
and
how
it
panel
Isis
and
is
punitive
to
people
who
live
on
major
thoroughfares.
D
The
east-west
streets
are
almost
never
paved
they're
almost
they're
just
not
used
that
much
so
on
the
map.
You
will
notice
the
north.
The
north-south
streets
and
35th
is
there,
which
is
a
heavily
used
street,
but
31st
Street,
32nd,
33rd
34th
are
not
on
there
and
they
were
not
on
there
20
years
ago.
They
were
not
done
so
this
period
system
has
not
reversed
itself
and
it
unfairly
unjustly
penalized
is
myself
and
other
property
owners
and
I
have
a
proposal
in
here.
D
That
says
that
we
need
to
go
back
to
the
beginning.
I
think
the
engineer
said
that
the
street
repaving
project
started
in
the
60s.
Maybe
65
I,
don't
know
when
the
assessment
started.
I,
don't
know
when
this
pyramid
system
started.
I
haven't
had
time
to
research
it,
but
we
need
to
go
back.
We
need
to
see,
compare
properties
and
see
who
has
been
assessed
and
who
hasn't
been
assessed,
and
we
need
to
equalize
this.
D
We
need
to
take
the
homes
that
have
been
over
assessed
and
give
them
some
redress
and
take
the
properties
whatever
property
it
is
home
or
whatever
that
have
not
been
assessed,
some
of
them
in
30
years
or
more,
have
not
been
assessed
and
distribute
this
assessment.
Equally,
so
I
am
standing
opposing
the
assessment
and
asking
it
not
to
be
approved.
Today
we
are
in
the
21st
century
and
we
really
should
be
able
to
do
better
for
the
citizens
of
Minneapolis
than
what
we
see
with
this
archaic
preposterous
system.
D
A
E
E
E
Although
she's
listed
as
a
double
lot,
she
is
being
assessed
in
$900
more
than
him
and
some
archaic
system
says
she
should
be
charged
more
than
him,
because
she
has
a
double
lot,
that
they're
not
doing
where
the
second
plot
is
on
30th
Avenue,
they're,
just
doing
28th,
Street
and
there's
no
reason,
she'd
be
terrorists,
almost
$1,000,
more
and
then
I
guess.
The
only
other
question
that
I
would
have
is:
is
there
just
in
a
two
inch
overlay?
Are
we
gonna
be
charged
when
I'm
90
years
old,
maybe
five
times
this?
E
So
you
can
do
the
proper
thing
that
should
be
done
here,
because
I'm,
a
retired
guy
and
taxes,
I,
pay
taxes
and
I'm
being
assessed
for
something
that
it
just
doesn't
seem
right.
But
now
I'm
wondering
because
it's
just
a
cheap
overlay
am
I
gonna,
be
billed
the
same
thing
again
when
I
sold
I
can't
even
afford
it
each
we
thought
a
straw.
E
A
You
for
your
comments.
Anyone
else
wish
to
come
forward
and
make
a
statement,
and
when
else
we
should
come
forward
seen,
none
I
will
close
the
public
hearing
and
ask
mr.
Kennedy
to
speak
to
our
as
it's
purported
to
the
archaic
pyramid
system,
which
we
actually
have
a
different
name
for
it,
and
and
and
also
the
notion
about
contracting
and
durability
of
the
treatment.
A
C
Chair
members
of
the
committee,
I'm
not
sure
what
is
meant
by
the
pyramid
system,
but
the
system
we
use
is
a
uniform
assessment
rate
where
we
essentially
will
it's
uniform
assessment
rate
and
the
influence
area
method
to
apply
it.
Our
uniform
assessment
rate
is
calculated
every
year
based
upon
an
estimate
from
the
previous
years
of
the
cost
of
the
work
and
applied,
then
in
a
formula
to
create
that
uniform
assessment
rate
so
that
each
person,
each
property
is
assessed
the
same
the
same
rate.
C
The
influence
area,
then,
is
what
creates
how
that
rate
is
applied
and
what
the
final
cost
amount
would
be
corner.
Lots,
typically
very
often
on
the
edge
of
the
projects,
will
only
have
half
of
the
influence
area
effect
their
lot,
so
that
it
will
be
less
than
the
full
influence
properties
in
the
middle
of
the
block.
Yes,
they
will
pay
the
full
influence
area.
They'll
pay,
the
full
rate
area
rate,
that's
applied
by
the
influence
area
on
theirs,
and
then
the
ones
on
the
side
on
the
corners
will
pay
less
until
the
street.
C
The
cross
street,
then,
is
paved
and
then
the
exact
same
thing
will
happen.
They'll
pay,
half
of
that
project
have
to
read
for
that
project,
and
then
the
properties
on
the
middle
of
that
block
will
pay
the
full
rate.
So
this
this
method
has
been
in
use
for
a
number
of
years.
It
wasn't
originally
used
when
the
residential
paving
program
started
back
in
the
60s,
but
it
has
come
into
being
as
a
way
to
equally
share
the
cost
of
these
projects.
C
So
I'm
not
sure
how
else
to
answer
that
other
than
this
is
a
very
long
term
used
program
that
most
people
feel
is
a
pretty
effective
and
fair
to
apply
to
people.
The
second
speaker,
the
question
of
who
does
the
work
City
forces
do
the
work
RP
are
paving.
Construction
group
will
do
the
work,
it's
all
done
by
City
forces.
Part
of
the
work
is
contracted
out
some
of
the
milling.
C
Is
we
outsource
some
of
that,
but
then
the
paving
work
and
the
concrete
work
for
that
any
curb
and
gutter
work
is
done
by
air
forces.
The
question
about
the
neighbor
of
the
double
lot.
Yes,
that
is
how
the
influence
area
works.
It
applies
the
same
rate
to
the
square
foot
that
is
influenced
or
affected,
and
so
a
double
lot
will
have
a
larger
final
number
applied
to
it.
Finally,
a
larger
assessment
rate
thank.
F
F
C
F
Understand
that
and
appreciated
that,
and
just
wanted
to
make
sure
that
that
was
was
clear
and
oh,
how
long?
Maybe
he
just
said
this
and
I
got
distracted
because
I
was
trying
to
look
up
the
uniform
ancestry.
How
long
do
we
just
the
resurfacing
last
before
we
think
we
need
to
go
back
and
resurface
again
or
do
a
reconstruction?
Do
we
say
last
ten
years,
thirty
years,
mr.
C
Kunstler
warden,
we
believe
when
we,
when
we
created
this
program
back
in
2008
the
resurfacing
program.
Our
estimate
is
that
was
that
we
were
going
to
be
extending
the
life
at
least
ten
years,
probably
more
like
15
years,
by
applying
this
type
of
work,
we're
now
11
years
into
the
program,
and
we
have
found
that
that
has
seemed
to
be
definitely
true
with
it.
The
probe
the
streets
that
were
done
ten
years
ago
are
in
very
good
shape
still,
and
we
are
not
having
to
do
a
lot
of
pothole
repair.
C
F
C
It's
at
least
ten
times
more
expensive,
it's
very
expensive,
also,
the
assessment
rate,
the
uniform
assessment
rate
for
reconstruction
is
four
times
the
rate
of
resurfacing.
So
if
we
ever
do
come
back
and
we
will
have
to
come
back
some
Bay
to
do
more
work
and
if
that's
a
reconstruction,
then
the
assessment
rate
will
be
much
greater
than
this.
What
this
does,
we
hope,
is
extend
that
with
the
life
of
the
street
out,
so
that
the
need
to
come
back
and
reconstruct
is
farther
down
the
line.
F
C
F
My
no
that
would
anybody
would
qualify
with
that.
Then
I
just
want
to
comment.
This
isn't
the
first
time
I've
heard
concerns
about
this
unified
assessment
and
sometimes
I've
heard
them
coming
from
myself.
It
does
strike
me
that
this
might
not
be
the
best
policy
because
there
might
be
a
way
to
more
fairly
share
the
costs
of
maintaining
our
roads.
I
know
that
we've
relied
on
it
for
a
long
time
and
it
fills
that
gap.
F
My
understanding
is,
we
actually
are
paying
for
some
of
this
resurfacing
from
the
general
property
tax
fund,
in
fact
the
largest
portion.
So
this
is
kind
of
filling
a
gap.
I
guess
I
did
one
more
question
because
I
don't
remember
exactly
what
percentage
of
the
project
are
we
paying
for
off
of
the
year
for
assessments.
C
Mr.
chair
council,
member
Gordon,
it
depends
generally
speaking,
very
generally
speaking
for
reconstruction.
The
assessed
rate
is
about
20-25
percent,
more
or
less
it
it
switches
for
the
resurfacing
just
because
of
the
mechanics
of
the
math
of
it
that
the
assessment
probably
covers
some
75%
of
the
project
costs
and
then
that
debt
bonds
over
MSA
dollars
would
cover
the
rest.
So.
F
I
I've
never
attempted
a
staff
direction
to
do
this,
but
I
would
say
if
we
were
gonna.
Look
at
how
we
do
this
assessment
and
improve
it.
I
think
it
would
be
important
that
it
was
a
thoughtful
process
and
it
was
a
longer
process
and
was
outside
of
any
decision
about
what's
happening
right
now.
So
I
appreciate
that
we're
saying
you
should
redo
this
and
take
another
look
at
it.
It's
old,
it
doesn't
make
sense.
F
It's
not
fair
to
people
and
and
I
could
see
and
I
believe
there
are
other
cities
that
simply
do
their
road
resurfacing
and
reconstruction
out
of
their
general
funds.
They
just
pull
in
enough
property
tax
revenue
and
other
things
so
that
they
can
pay
for
them
without
doing
these
assessments.
We
also
do
something
pretty
similar
to
this
with
our
sidewalks.
F
So
what
tends
to
happen
is
when
you're
in
poorer
areas
of
the
city,
people
with
fixed
incomes,
concentrations
of
that
it
hits
them
pretty
hard
because
they
aren't
necessarily
able
to
pay
more
and
then,
if
you're,
in
other
parts
of
the
city,
where
maybe
it
people
have
more
expendable
income.
They
don't
see
this
assessment.
It's
hitting
them
very
hard
and
it's
just
fine.
So
in
that
way
it
might
be
seen
by
some
of
us
who
think
about
taxes
as
a
more
regressive
tax.
F
A
way
of
doing
this,
it's
going
to
hit
people
who
are
have
less
money,
much
harder
than
people
who
have
more
money.
My
property
tax,
of
course,
isn't
necessarily
a
progressive
tax
either.
So
we
don't
have
a
lot
of
options,
but
I
guess
I
throw
that
out
of
cut
up
for
my
colleagues.
Maybe
there
is
point
in
for
staff.
Maybe
when
we're
looking
at
our
transportation
plan,
we
could
call
this
out
or
something
about
how
do
we
actually
pay
for
these
things?
F
A
G
You
mr.
chair
did
I,
don't
see
people
in
the
room
that
were
part
of
this
conversation,
except
for
you,
mr.
Kennedy,
and
you
chair,
Reich,
but
a
few
years
ago.
I
do
want
to
point
out
that
with
then
director
and
deputy
director,
Steve
cocky
and
Heidi
Hamilton,
we
did
go
through
an
exercise
where
we
looked
at
what
other
cities
were
doing
and
how
we
might
be
more
fair
and
more
equitable
from
an
assessment
model.
We
did
look
at
other
models.
G
For
example,
the
city
of
Chicago
doesn't
have
street
assessments,
they
have
a
property
tax
and
then
they
fight
and
argue
over
where
they
put
certain
projects
in
any
given
year
and
in
wards.
Our
aldermen
are
given
certain
more
budgets
to
make
their
own
decisions
based
on
their
constituent
feedback
as
to
what
needs
the
most
attention
and
when
we
have
a
very
calculated
model
that
looks
like
looks
at
pavement
condition
index
across
the
city
and
doesn't
take
political
will
as
much
into
account
as
we
do.
The
condition
of
the
road
I
see
mr.
G
Kennedy
nodding,
so
I'll
encourage
you
to
help
me
fill
in
the
gaps
here,
because
this
was
about
three
years
ago
that
we
had
this
conversation.
But
we
looked
at
models
like
Chicago
and
found
that
that
really
wasn't
going
to
be
the
most
fair
way
of
doing
things.
We
looked
at
ways
that
other
parts
of
Minnesota,
like
smaller
cities,
suburbs
of
Minnesota,
do
this
work,
and
we
have
found
that
over
time
they
were
moving
to
our
type
of
assessment
model
because,
while
certainly
not
perfect,
they
did
find
it
to
be.
G
The
most
fair
I
also
want
to
point
out
that
heavier
you
streets
get
more
heavily
subsidized
in
part,
because
the
material
and
the
way
that
they're
constructed
is
a
little
bit
different.
We
have
municipal
state
aid
routes
that
get
where
that
funding
and
thus
that
work
has
to
be
prioritized
within
all
of
the
municipal
state
aid
routes
across
our
city.
G
Legally
speaking,
there
is
considered
to
be
a
direct
property
than
it
when
there
is
a
new
street
outside
somebody's
home
and
that
well
not
perfect,
and
you
know
myself.
I
live
in
a
double
front
lawn,
and
that
means
a
lot
of
road
work
over
the
years.
That
does
improve
the
value
of
the
property
it
immediately
adjacent.
G
So
that
is
why,
after
looking
at
several
different
models,
just
a
few
years
ago,
we
landed
on
the
idea
that
we
would
continue
with
this
method
of
assessment
and
I
just
wanted
to
point
that
out,
because
I
I
know
that
our
guests
that
came
this
morning
didn't
know
about
that
work
effort
and
that
we
really
are
looking
at
other
ways
to
do
this.
It's
not
that
we
were
just
using
this
old
archaic
system
because
we
have
throughout
time.
So
thank
you
and.
A
F
F
A
It's
certainly
in
the
spirit
of
the
department
to
always
review
and
look
at
policies
and
take
commentary
to
heart
when
we
continue
with
policies-
and
we
don't
do
it
blindly-
we
do
it
with
data
and
a
sort
of
balanced
sense
of
what's
out
there
in
terms
of
alternatives
and
making
choices
from
that
basis,
any
further
commentary
or
discussion
very
good
discussion.
Actually,
we
obviously
we
take
this
work
very
seriously.
A
I
will
say
we
will
I'll
be
moving
to
me
to
forward
this
to
full
council
between
now
and
the
final
formal
decision
at
Council
I
encourage
you
to
continue
to
working
with
the
war
12
office
with
any
particular
needs.
You
have
through
the
constituent
service
model
and
again
apologies
from
cm
Johnson
who
did
have
an
emergency
in
conflict,
but
is
fully
engaged
on
this
topic
between
now
and
the
full
council
vote
with
that.
I
will
be
item
before
us
any
further
discussion,
seeing
none
all
in
favor,
say
aye
dissent,
a
name
that
carries.
B
H
Tarek
members
of
the
committee,
my
name,
is
Josh
Johnson
I
am
the
advanced
mobility
manager
for
public
works
with
that
I
also
oversaw
the
scooter
pilot
from
last
year.
So
what
I'd
like
to
bring
to
you
today
as
a
recap
of
that
pilot
and
also
some
recommendations
for
going
forward
in
2019,
to
recap
the
timeline,
how
events
leading
up
to
our
pilots,
so
we
began
on
August
6th,
with
200
scooters
total
in
the
city
that
was
100
each
cable,
both
burden
line,
the
two
companies
companies
that
operate
and
shared
Squeers
in
the
city.
H
We
proved
an
increase
to
that
number
in
September
bumping
that
up
to
300
scooters
total
and
that
included
some
dedicated
distribution
to
areas
such
as
the
Phillips
neighborhood,
Cedar,
Riverside
and
near
North.
The
intention
was
that
if
companies
chose
to
take
advantage
of
that
increased
number
of
scooters,
they
would
also
be
placing
those
scooters
in
those
required
areas
and
really
to
give
us
a
better
understanding
of
how
scooters
interacted
in
neighborhoods
that
were
primarily
low-income
non-white
majority.
H
The
city
also
increased
in
October.
That
was
a
scheduled
increase
to
two
to
four
hundred
scooters
total
200
for
each
company.
The
University
of
Minnesota
also
introduced
its
own
pilot
in
September.
They
started
out
with
100
scooters,
total
50
for
each
company
that
increased
to
200
scooters,
total
in
October
and
so
at
our
peak
operating
in
the
city.
We
had
up
to
600
scooters
that
going
back
to
the
U
of
M
pilot.
H
Before
I
dig
in
further
I
do
want
to
mention
the
importance
of
data
to
this
pilot,
so
it
provided
the
background
for
understanding
and
evaluating
the
2018
Scooter
pilot,
which
was
enabled
through
a
strong
collaboration
with
I
t's
data
and
analytics
team
I'd
like
to
particularly
recognize
three
who
are
here
today.
Pam
health
Stacey
bless
Kowski
and
Rick
Paulson,
who
were
integral
in
building
the
approach
and
the
tools
that
we
implemented
for
both
monitoring
and
analysis
of
the
pilot.
H
H
To
implement
our
approach
to
data,
we've
collaborated
with
some
national
organizations,
such
as
los
angeles
VOT
and
the
open
transport
partnership,
which
has
developed
a
platform
called
shared
streets
who
are
leading
the
conversation
nationally
on
mobility
data
and
also
privacy
and
reviews
them
to
benchmark
our
work
through
that
we've
also
developed
our
own
capability,
and
it's
become
clear
that
we
are
one
of
the
few
cities.
We've
been
able
to
build
these
tools
and
implement
this
approach.
H
On
the
national
scale
and
are
now
involved
in
organizations
like
makto
leading
this
work
nationally
and
helping
to
build
the
conversation
around
mobility
data
with
that
I'd
also
like
to
go
into
a
little
bit
of
detail
on
the
privacy
methodology
that
was
developed.
So,
as
we
mentioned
previously,
privacy
protection
was
a
crucial
piece
of
developing
this
approach
to
data.
H
The
data
analytics
team
implemented
a
method
for
anonymization
of
data,
so
raw
data
was
not
stored
and
re
identification
of
someone's
individual
trips
could
not
be
established,
but
rather
we
created
a
model
of
each
trip
based
on
the
reported
trip.
Details
by
accessing
GPS
coordinates
and
vehicle
status
reporting
from
the
scooters
themselves,
and
this
allowed
us
to
be
able
to
build
those
compliance
and
analysis
tools
that
we
did
again
following
kind
of
conversation
about
our
broader
approach
to
data.
H
This
has
also
been
something
we've
been
benchmarking
with
those
national
organizations
and
have
been
able
to
really
position
ourselves
as
leading
in
this
area,
to
dig
into
a
little
bit
of
the
specifics
on
our
approach
to
privacy.
So
all
data
is
processed
and
anonymized
in-memory,
meaning
essentially
we
establish
a
gateway
where
raw
data
comes
in.
We
do
our
anonymization
the
model
of
that
data
is
stored.
The
raw
data
is
then
thrown
away.
H
The
original
trip,
IDs
that
are
coming
from
the
devices
from
the
companies
are
discarded
and
a
new,
unique
city
trip
ID,
is
generated
and
attributed
to
that
stored
data
trip
times
are
also
rounded
to
the
nearest
half
hour
on
15-minute
increments,
and
so
that
would
mean
that
if
trips
started
at
1204
and
ended
at
12:23,
the
times
would
be
rounded
at
12
p.m.
and
12:30.
Accordingly,
the
intention
there
was
to
ensure
again
that
we're
doing
our
part
to
obfuscate
the
data
ensuring
that
someone's
individual
trips
could
not
be
tracked.
H
In
addition
to
that,
we've
also
aggregated
the
trip
start
and
end
points,
as
well
as
the
routing
points
throughout
the
the
trip
itself
to
moving
to
the
centerline
of
the
street.
So,
based
on
where
the
trip
coordinate
was
either
one
side
of
the
block
or
the
other
would
be
moved
to
the
centerline
of
the
street
and
then
the
start
and
end
points
would
then
be
aggregated
by
either
one
side
of
the
block
or
the
other
or
the
middle.
H
What
you
see
on
the
left
is
a
heat
map
showing
location
of
scooters
and
that's
aggregated
as
you
zoomed
out
to
hexagons
essentially,
but,
as
you
zoom
in
you
could
get
to
specific
locations
of
the
individual
scooters
on
the
right.
That's
a
bar
chart
visualizing,
essentially
the
numbers
and
the
intervals
that
we
monitored
the
idle
scooters,
so
green
represents
line.
H
Black
blackish
gray
represents
bird,
and
that
gave
us
an
understanding
of
how
many
scooters
were
sitting
idle
in
in
the
city
at
one
point
in
time,
additional
features
we've
been
looking
at
for
2019
include
integrating
with
three-on-one
data,
so
we'd
be
able
to
overlay
location
and
nature
of
complaints.
With
this
information
to
be
able
to
establish
some
focus
areas
where
we
may
see
that
based
on
feedback
given
through
three
on
one,
we
need
to
create
some
focus
areas
around
parking
or
riding
behavior.
H
We
could
also
establish
alerts
based
on
geo,
fencing
to
understand
how
many
scooters
are
in
or
out
of
a
specified
area
where
we
may
want
to
focus
on
whether
it's
broader
distribution
or
maintaining
compliance
with
parking
riding
behavior.
All
of
that
has
been
kind
of
queued
up,
as
has
iterations
for
this
dashboard
for
2019.
H
Moving
into
usage
data,
so
we
monitored
data
over
the
period
July
10th
through
November
30th.
The
both
companies
did
establish
operations
before
the
official
pilot
launched,
but
we
were
able
to
gain
access
to
the
data
for
the
full
term
that
they're
operational
here
there
were
200
25543
total
rides
that
equated
to
fifteen
hundred
and
sixty-six
rides
per
day.
Companies
reported
seventy
four
thousand
877
unique
users
and
there
may
have
been
some
overlap
between
the
companies,
so
that
number
may
be
smaller
in
terms
of
the
just
individual
number
of
unique
users.
H
H
One
last
thing:
I'd,
like
to
two
last
things:
I'd
like
to
point
out
on
this
slide:
there
was
a
high
of
39
trips
in
one
day
on
an
individual
scooter
and
the
map
you
see
on
the
right
is
a
heat
map
of
the
streets,
written
that
we
were
reported
from
accessing
the
data
from
the
scooters
and
that
represents
92.7
of
city,
streets
and
off-street.
By
trails
that
were
written
on
by
scooters,
the
heat
map
shows
in
blue
a
minimum
of
one
ride
on
those
Street
segments.
H
H
Jarrid
comes
mailbanger,
generally
speaking
from
experience.
I
was
previously
the
general
manager
of
care
to
go.
Shared
mobility
follows
population
density
in
terms
of
use,
and
so
that's
that's
definitely
true
in
this
case
and
I.
Think
broadly,
we
also
established
a
survey
which
both
companies
distributed
during
the
pilot,
which
yielded
almost
a
thousand
responses.
The
survey
included
questions
aimed
at
understanding,
user,
behavior
and
demographics
in
analyzing
responses
to
these
questions
we
found
the
following:
62%
responded
as
users
of
mult
using
scooters
multiple
times
per
month,
19%
of
those
multiple
times
per
week.
H
Work
to
home
work
to
work,
work
to
school,
we're
a
lot
of
the
more
popular
destinations.
All
the
way
at
the
bottom
on
the
right
was
riding
for
fun
and
again
that
follows
the
idea
that
95
percent
reporting
on
their
most
recent
trip
had
an
actual
destination
in
mind.
This
shows
that
scooters
were
a
meaningful
transportation
option,
not
just
a
novelty,
not
just
people
riding
on
a
whim
and
80
percent
responded
that
they
were
either
satisfied
or
very
satisfied
with
scooter
company's
overall
digging
into
the
demographic
side
of
the
survey.
H
61
percent
of
respondents
live
in
a
Minneapolis,
zip
code
25
in
a
greater
Twin
Cities
zip
code,
68
identified
68
percent
identified
their
gender
is
male
88
percent,
as
white
average
age
of
the
respondents
was
30
and
70
percent
of
respondents
reported
household
income
of
50,000
or
greater.
That
shows
us
that
we
have
a
lot
of
work
to
do
to
make
scooters
equitable
and
I
think
that's
reflected
in
the
recommendations
that
will
follow.
H
19
percent
of
respondents
reported
household
income,
25
thousand
or
less
of
those
67
percent
responded
as
I'm
sorry,
76
percent
respond
as
active
or
frequent
users,
meaning
they
use
in
multiple
times
per
week
or
per
month.
That
shows
that
it
can
be
a
viable
transportation
option
for
low
income,
families
and
individuals.
11
percent
responded,
eyes-only
0
cars,
34
percent
55%
to
car
households,
and
the
map
on
you
see
there
at
the
right
is
distribution
of
those
who
responded
to
the
survey
in
Minneapolis
zip
codes.
H
We
collected
complaint
data
via
301
direct
email
and
phone
call.
There
were
85
complaints
received
over
the
course
of
the
four
month
pilot
46
parking
complaints.
Those
could
have
been
anything
from
a
scooter
blocking
the
passenger
path
of
travel
to
blocking
access
to
a
doorway
or
a
building
to
somebody
essentially
just
didn't
want
to
see
scooters
in
front
of
their
property.
35
writing
complaints
where
that
spanned
anything
from
writing
on
the
sidewalk
riding
the
wrong
way
down
a
bike
lane
or
some
other
conflicts.
In
terms
of
how
scooters
ridden
there
are
four
damaged
scooter.
H
Complaints
of
the
complaints
that
we
received
three
were
submitted
by
those
identifying
as
having
a
disability.
There
were
four
reported
crashes
involving
scooters
with
no
severe
injuries
reported
in
any
of
those
cases
and
nine
reported
near
misses,
involving
scooters.
The
map
on
the
right
is
is
the
map
of
complaints
that
we
received
via
three
and
one
that
had
a
location
tied
to
them.
H
So,
in
conclusion,
in
evaluating
the
2018
pilot,
public
works
is
developed.
They
developed
the
following
conclusions:
scooters
did
contribute
to
reduction
in
greenhouse
gas
emissions
and
vehicle
miles
traveled,
as
I
mentioned
previously.
Forty
two
percent
of
survey
respondents
data
that
they
use
a
personal
vehicle
TNC
or
taxi
less
often
with
access
to
scooters.
Safety
and
accessibility
for
all
who
interact
with
scooters,
was
a
primary
concern
and
still
remains
a
primary
concern.
H
Equitable
access
was
was
lacking
both
in
geographic
distribution
of
scooters,
as
well
as
the
awareness
and
understanding
of
low-income
pricing
and
alternative
access
options
that
both
companies
provided.
So
those
who
didn't
have
a
smartphone
or
bank
account
could
still
use
them.
There's
very
little
engagement
done
by
either
company
on
that
front
prosperity,
so
scooters
provided
an
additional
option
to
access
education
and
jobs.
Fifty
six
percent
of
respondents
data
they
used
scooters
to
commute
to
work
multiple
times
per
month
or
week.
H
Mobility.
Sixty-Two
percent
of
respondents
to
the
survey
stated
that
they
use
scooters
multiple
times
per
the
week
again
reemphasize
the
point
that
scooters
were
not
just
a
novelty.
They
were
a
meaningful
transportation
option
and
with
regard
to
active
partnerships,
public
works
collaborate
collaborated
with
over
40
partners
in
development
and
evaluation
of
the
2018
pilot,
as
well
as
developing
them
and
benchmarking
2019
recommendations,
and
that
includes
city
departments
and
divisions.
Pier
cities,
public
agencies,
advocacy
groups
and
vendors
themselves.
H
And
so
thinking
about
2019
and
recommendations
that
Public
Works
is
bringing
forward.
We
would
ask
to
renew
and
extend
the
initial
pilot
for
one-year
term
through
March
of
2020
at
least
two,
but
no
more
than
four
participants
in
the
pilot
vendors
participating
in
the
pilot.
Interested
vendors
must
have
been
an
application
to
be
considered,
and
that
would
include,
among
other
things,
safe
riding
and
parking
compliance
plans,
local
education
and
outreach
plan,
scooter
availability
and
distribution
plan,
and
we
would
also
require
low-income
pricing
and
alternative
access
programs
of
those
who
are
selected
to
participate.
H
Its
public
works
intention
to
limit
the
participants
to
those
who
fit
best
with
our
goals.
We
are
no
longer
just
accommodating
for
two
companies.
We
can
be
selective
about
who
we
move
forward
with
and
how
they
fit
into
our
goals.
The
intention
is
to
include
a
strong
focus
on
safety
and
equity
in
2019.
H
The
application
is
intended
to
evaluate
the
vendors
on
a
variety
of
topics
and,
as
I
mentioned,
particular
importance
and
weight
will
be
placed
on
the
local
commitment,
so
we're
interested
in
having
vendors
who
are
committed
to
establishing
strong
local
engagement,
neighborhood
level
outreach.
As
well
as
staffing,
hiring
and
staffing
at
a
local
level
and
those
who
are
interested
in
really
committing
resources
to
their
operations
in
Minneapolis-
and
that
includes,
as
I
mentioned,
the
engagement
portion
both
on
ride
safe
riding
and
parking,
as
well
as
understanding
and
outreach
on
the
low-income
access.
Low-Income
in
access
programs.
H
And
so
thinking
about
further
details
like
on
the
scooter
proposed
are
on
the
2019
proposal.
We
would
have
minimum
and
maximum
dis
betien
requirements
associated
with
that.
That
would
mean
at
least
30%
in
areas
of
concentrated
poverty
and
not
more
than
40%
in
downtown
in
the
surrounding
neighborhoods,
and
with
those
that
that
we
would
establish
an
initial
maximum
with
2000
scooters,
which
would
be
required
to
follow
that
distribution,
and
so
at
that
number
of
2000.
H
That
would
mean
a
minimum
of
600
scooters
placed
in
areas
of
concentrated
poverty
and
no
more
than
800
scooters
in
downtown
in
the
surrounding
neighborhoods
thinking
back
on
2018.
That
actually
represents
an
incremental
increase
in.
We
had
roughly
400
to
600
scooters
between
the
University
and
city
pilots
located
in
downtown
and
surrounding
neighborhoods
and
in
the
Dinkytown
area,
and
so
it's
it's.
A
relatively
incremental
increase
going
from
that
400
to
600
number
to
800
at
that
cap.
H
To
really
allow
us
to
encourage
and
support
good
behavior
essentially
and
may
help
people
be
comfortable
riding
for
those
who
are
new
to
the
bike.
Lane
network
ensure
that
we're
providing
a
safe
and
comfortable
environment
for
them
to
be
using
scooters
as
well.
The
recommendations
for
the
fleet
size
were
developed
based
on
a
plan
for
a
much
broader
distribution,
including
a
strong
commitment
to
low-income
majority
non-white
neighborhoods
in
those
areas
of
concentrated
poverty.
H
The
maximum
downtown
is
intended
to
limit
the
holder
distribution
and
actually
prevent
where
distribution
of
scooters
to
the
densest
parts
of
the
city
and
represents
an
incremental
increase,
considering
the
numbers
and
distribution
of
sewers.
Last
year,
houses
mentioned
on
the
previous
slide.
The
broader
distribution
will
be
supported
through
strong
local
engagement,
including
of
how
to
use
scooters,
safe
riding
and
parking
behavior
and
awareness
of
the
low-income
and
alternative
access
programs.
H
And
in
conclusion,
on
the
2019
proposals,
we
would
intend
to
evaluate
the
following.
The
impact
on
greenhouse
gas
emissions
and
vehicle
has
traveled
safety
and
accessibility
for
all
who
interact
with
scooters.
How
scooters
exist
as
a
viable
transportation
option
for
all
in
Minneapolis
scooters
as
a
contributor
to
economic
growth
and
ability
to
attract
top
talent
in
providing
an
additional
option
in
our
multum
multimodal
transportation
system,
how
scooters
are
used
to
connect
with
transit
and
other
modes
and
what
types
of
collaboration
Archaea
long-term
in
Minneapolis
2040?
J
Thank
You
mr.
chair
and
thank
you
mr.
Johnson,
for
this
presentation.
Congratulations
on
finding
a
picture
of
a
scooter
ever
using
a
helmet
for
this
presentation.
I
agree
all
agree
that
that
was
not
the
norm
and-
and
that's
certainly
been
noted
and
I've,
had
a
couple
of
neighbors
repeat
a
rumor
to
me.
That
I,
don't
think
is
accurate,
but
I
want
to
check
with
you
that
there's
been
a
major
uptick
in
injuries
and
and
emergency
room
visits
related
to
this
stuff
and
there's
a
lot
of
people
who
who
expressed
real
concern
about
safety.
H
Comes
my
reflections,
thank
you
for
that
question.
I
did
check
with
HCMC
and
there
were
two
reported
visits
attributed
with
scooters.
The
challenge
is
that
in
that
scooter,
bucket
motor
scooters
and
mopeds
and
other
kind
of
motorized
bicycle
type
vehicles
are
considered
and
neither
burden
or
line
was
mentioned
in
any
of
that
reporting,
and
so
at
this
point
based
on
what
was
reported,
and
we
don't
have
any
reporting
from
emergency
room
visits
associated
with
scooters,
I
did
mention.
H
There
were
the
four
reported
crashes
involving
scooters
and
beyond
that
we
have
noted
data
suggesting
you
know
an
uptick
in
injuries
or
scooter
related
crashes.
Now,
certainly
there
could
have
been
some
that
went,
unreported
and
that's
possibility,
and
that's
also
a
really
important
piece
of
what
we
bring
forward
in
2019
is
ensuring
that
people
understand
how
and
where
they
can
provide
that
feedback
or
reporting.
If,
if
an
incident
does
occur
like
that,
but
as
far
as
what
we
see
it,
wasn't
there
wasn't
any
sort
of
up
taking
in
severe
injuries.
H
I
would
also
contrast
it
with
the
vision,
zero
report,
which
stated,
on
average
from
the
period
of
2007
to
2015.
There
were
11
pedestrian
traffic
deaths
and
84
severe
injuries
on
average,
and
so
comparing
that,
with
the
alternative
and
and
kind
of
the
alternative
side
of
the
safety
message,
with
really
great
relation
to
scooters,
we're
getting
people
out
of
cars
and
onto
scooters
and
which
are
inherently
much
safer
than
than
cars
are
and
can
help
move
the
needle
in
our
commitment,
torence
vision,
zero
as
well.
I
You
mr.
chair,
first
of
all,
I
just
want
to
thank
you
for
lending
your
expertise
to
this
and
I
think
that
your
experience
in
the
private
sector
is
a
real
asset
to
the
city.
So
just
want
to
thank
you
for
all
of
the
work
that
you're
doing
on
this
I
think
nationally.
Minneapolis
has
done
a
really
good
job
of
of
managing
this
transition
to
this
new
technology
and
new
transportation
option
in
our
city
and
I
know
it's
partly
because
of
your
expertise
in
your
networks
nationally.
I
What
one
of
my
first
question
is
about
that
as
we're
talking
to
folks
around
the
country
in
places
that
have
more
scooters
or
just
more
density,
more
people
I
mean
I'm,
glad
that
scoop
to
see
scooters
using
our
bicycle
network
and
I
think
it
actually
will
help
us
make
the
case
for
the
expansion
of
that
important
infrastructure.
But
I
wonder
if,
in
places
where
it's
more
crowded,
are
we
starting
to
see
conflicts
between
faster
moving
scooters
and
slower
moving
bicyclists?
And
how
do
you
see
us
managing
that
going
forward?
Yeah.
H
It
is
certainly
a
topic
of
conversation
nationally
with
regard
to
data.
I
guess
the
one
place
I
would
point
to
is
Portland,
which
is
what
I've
seen
reporting
on,
and
they
had
something
like
41
percent
of
users
that
were
scooter
users
that
were
essentially
non
bike,
riders
and
and
so
similar
similar
numbers
us
in
terms
of
people
who
are
new
and
potentially
unfamiliar
with
biking
and
so
I
I.
Think
that's
consistent.
You
know
we
I
would
also
say
we
are
definitely
at
least
in
terms
of
the
2018
pilot.
H
We
were
very
much
on
the
conservative
side.
There
are
some
cities
like
Austin,
which
started
with
11,000
scooters
and
are
now
somewhere
in
the
neighborhood
of
17,000
la
may,
be
pro
nad
permitting
up
to
30,000
scooters
this
year
and
so
I
think
it's
a
little
bit
apples
to
oranges
in
terms
of
the
fleet
size
that
we
saw
in
the
potential
interactions.
H
One
of
the
common
messages
nationally
is
being
able
to
use
kind
of
a
broad
spectrum
of
tools
to
be
able
to
support
and
encourage,
could
be
and
interaction
in
the
bikeway
Network
and
more
broadly,
in
the
right-of-way
and
so
using
to
start
with
that
strong
local
commitment
to
education
on
how
and
where
to
ride
scooters
appropriately.
We
would
then
do
our
work.
Public
Works
would
then
establish
some
tools
to
be
able
to
help
support
that,
whether
it's
on
the
community
communication,
side
or
piloting
as
I
mentioned
some
infrastructure
improvements
to
help
encourage
people
understand.
H
This
is
how
I
park
this
is
where
I
ride
you
know
and
and
ensure
that
that
kind
of
first
interaction
is
a
good
one
and
really
supports
okay.
I
know:
I,
understand
that
I
should
be
riding
in
the
bike.
Lane
I
should
be
parking
in
either
the
furnishings
on
or
if
we
establish
dedicated
parking
in
those
areas
and
and
kind
of
doing
our
work
to
re-emphasize
the
the
existing
kind
of
education
and
outreach
that
was
done
and
then
from
there.
I
Thank
you,
I
just
have
two
more
things.
First,
is
that
I
mean
I
think
this
is
the
right
approach,
the
way
that
you've
described
how
we've
landed
at
how
to
roll
this
out
in
our
city
and
in
maybe
being
a
little
more
conservative
and
they
eat
early
years,
so
that
we
can
watch
people's
behavior
and
really
encourage
the
way
we
want
this
to
work
in
our
city.
I
I
am
mindful,
though,
of
not,
you
know,
overly
capping,
scooter
use
and
I
mean
I
represent
Ward
10,
so
I
think
it's
worth
saying
that
my
constituents
sometimes
ask
well,
when
are
we
gonna
start
capping
how
many
cars
we
allow
in
our
city?
If
this
is
the
approach
that
we're
going
to
take
two
alternative
modes
of
transportation?
I
So
I
appreciate
that
thoughtfulness
and
then
the
last
thing
I
want
to
say
is
I
just
want
to
note.
I.
Don't
think
that
this
is
the
particular
area
where
it's
actually
the
most
concerning
but
I
do
have
some
concerns
in
general
about
labor
standards
within
companies
who
are
operating
in
our
right-of-way
I.
Think
a
lot
of
cities
are
starting
to
relook
at
their
regulations
related
to
lyft
and
uber
from
that
lens,
and
that's
where
I
think
it
probably
has
a
greater
impact
in
our
you
know,
just
in
our
worker
standards
arena.
H
Thank
You
Jerry,
Conn's
president
or
if
I
can
just
respond,
I
would
say
that's
in
evaluating
the
application.
One
of
the
questions
is
going
to
be
essential.
Your
local
hiring
and
staffing
plan
and
our
approach
this
year
is
really
going
to
be
establishing
strong
local
commitment,
and
that
includes
those
who
are
doing
work
on
scooter
company's
behalf
and
so
generally
last
year
it
was
contractors
who
are
doing
that
work
and
kind
of
following
the
gig
economy.
I
Just
to
be
clear,
you
know
my
main
concern
was
about
what
I
understood
to
be
a
model
of
folks
who
were
going
to
be
charging
vehicles
and
redistributing
them.
You
know
basically
having
to
like
pay
out
upfront
to
get
the
equipment
that
they
need
and
then
being
paid,
but
may
not
be
a
minimum
wage
per
our
compensation
for
their
time
because
of
the
model
that's
being
used
for
employment,
and
so
I
just
wanted
to
keep
an
eye
on
that
and
seeing
how
we
understand
that
to
meet
or
not
our
values
around
labor
unemployment.
A
Many
other
questions
or
comments
well
see.
None
I
will
just
have
to
commend
you
for
this
report.
It
just
provides
with
great
clarity
and
consistency
and
guidance.
We
now
have
a
very
clear
look
of
what
has
happened
and
I
think
we've
got
really
good
data
to
guide
how
we
want
to
move
forward.
It
was
just
a
really
stellar
report
that
helps
us
do
what
we're
trying
to
do
with
this
rollout
and
I
think
it's
positioned
us
extremely
well.
I.
A
Think
council,
president
benders
comments
about
how
we
want
to
keep
our
sort
of
a
broader
look
in
terms
of
both
modality
and
then
what
other
communities
are
doing.
I
think
you
definitely
positioned
us
to
have
those
lenses
as
well,
and,
of
course,
it's
just
one
more
example
of
how
council
member
of
Fletcher's
sort
of
keen
sense
of
how
we
use
data
once
again
was
definitely
well
reflected
in
your
report
as
well,
because
a
lot
of
this
is
all
about
data
and
management
of
it.
So
you
just
really
commend
this
report.