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From YouTube: January 22, 2019 Transportation & Public Works Committee
Description
Minneapolis Transportation & Public Works Committee Meeting
A
Speeding
to
order
it's
the
regular
schedule,
meeting
of
the
transportation
Public
Works
Committee
I'm
councilman
Reich
I
chair
the
committee
I'm
joined
by
my
colleagues,
councilmembers
Johnson,
Palmisano,
Fletcher
and
accordion.
We
are
quorum
and
we'll
proceed
with
today's
agenda,
which
has
seven
items,
two
of
which
are
discussion.
The
remainder
consent
I'll
go
through
the
consent
items.
A
Any
counselor
can
pull
them
for
further
deliberation
if
they
wish
item
one
is
the
contract,
a
memo
with
land
bridge
ecological
for
Nicollet,
Mall
reconstruction,
planting
project
item
two
is
the
North
Loop
pavement
street
reconstruction
project
and
it's
a
reduction
of
the
assessment
at
5:05
third
Street
north
item
3
is
the
Broadway
Street
northeast
project,
Street
reconstruction
project?
It's
a
legal
settlement
and
a
reduction
assessment
for
2608
Broadway
details
are
listed
item.
Four
is
a
temporary
construction
easement
with
Hennepin
County
for
Fremont
Avenue
south
bridge
over
the
Midtown
Greenway
I?
A
Don't
five
is
the
bid
for
construction,
concrete,
sidewalks,
curb
curb
and
gutter
alleys
and
drive
approaches
mount
is
listed.
Anyone
wish
to
pull
any
item
from
consent,
seeing
none
all
in
favor,
say:
aye
I,
dissented
name
that
carries.
We
can
move
to
the
to
discussion.
Items
are
beginning
with
item
six,
the
minneapolis
vision,
zero
crash
study
good
morning,
dr.
Harrington,
good.
B
Morning,
mr.
chair
and
members
of
the
committee
I'm
very
pleased
to
introduce
this
next
item,
which
is
the
vision,
zero
crash
study.
This
is
very
important
data
that
we
need
in
order
to
keep
moving
ahead
with
the
vision,
zero
action
plan.
This
will
provide
a
basis
for
our
future
work.
I
also
want
to
take
a
moment
to
recognize
the
councilmembers
sitting
here
today,
who
have
continuously
supported,
not
just
supportive,
but
helped
to
create
the
vision,
zero
policy.
B
Several
of
you
were
authors
of
the
resolution
that
has
been
adopted.
That
is,
the
foundation
of
the
work,
and
it
showed
tremendous
leadership
and
we're
very
pleased
to
keep
you
informed
with
discussion
items
as
our
work
progresses.
So
thank
you
so
much
for
your
leadership.
I
also
want
to
recognize
the
staff
who
have
been
plugging
away
at
this
for
the
when
we
are
finally
in
a
place
to
be
able
to
report
back
on
really
meaningful
information,
and
data
and
I
also
third
want
to
recognize
that,
though
they're
not
in
the
room.
B
Today
we
have
convened
quarterly
a
task
force
of
city
department,
heads
who
show
up
to
meetings,
participate
in
discussions
and
are
extremely
active
in
this
work.
From
a
citywide
perspective,
we
could
not
ask
for
a
better
team
within
the
city
with
that
I
will
introduce
Kathleen
mail
and
there's
one
of
them
now.
Thank
you,
David
Frank,
for
being
here
to
support
us
today.
I
will
ask
Kathleen
mail
to
present
on
this
item.
Kathleen
is
a
manager
in
the
transportation
planning
and
programming
division.
C
Morning,
Cooney
chair
council
members,
I'm
Kathleen
mail,
transportation,
supervisor,
transportation,
planner
and
the
transportation
planning
and
programming
division
of
Public,
Works
and
I'm
happy
to
start
off
our
presentation
on
the
vision,
zero
crash
study
I'll
give
a
little
bit
of
context
for
the
study.
Steve
moseying
will
come
in
and
detail
out.
Some
of
the
key
crash
study,
information
and
I
will
end
by
putting
this
within
the
larger
context
of
the
next
steps
for
our
city's
vision,
zero
efforts.
C
The
commitment
to
vision,
zero
started
in
2017
when
the
Council
adopted
a
resolution
really
stating
the
goal
of
zero
deaths
by
2027.
This
is
really
showing
a
commitment
to
life,
an
opportunity
for
all
people
in
Minneapolis
and
acknowledging
that
the
numbers
on
this
slide
are
too
many,
and
we
can
do
something
about
it.
C
Since
then,
we've
finalized
the
pedestrian
crash
study
and
presented
that
to
Council
funding
was
approved
for
the
vision,
zero
program
coordinator,
as
well
as
funding
to
enlist
a
consultant
who
helped
with
this
current
crash
study
and
vision,
zero
action
plan,
the
task
force
was
started.
This
is
the
group
that
director
Hutchison
just
mentioned
11
different
department
heads
throughout
the
city
involved
in
making
this
a
reality,
they've
been
meeting
continuously
since
then.
C
This
summer
we
started
initial
engagement
at
open
streets
and
different
events
throughout
the
city
asking
people
what
their
best
ideas
were
for
making
our
streets
safer
and
you'll
see
some
images
throughout
the
presentation
of
ideas.
People
have
had
in
the
community
we've
hired
a
vision,
zero
program,
coordinator,
Ethan
folly,
who
unfortunately,
could
not
be
here
today
to
help
present
and
we've
also
selected
a
consultant
to
help
us
develop
our
action
plan.
C
We
finalized
our
crash
study
a
couple
months
ago,
which
we
are
presenting
on
right
now
and
then
we
have
started
the
work
of
different
advisory
committees,
a
technical
advisory
committee
as
well
as
a
vision,
zero,
Advisory,
Committee
partnering
with
others
throughout
the
city,
other
organizations,
advocacy
groups,
partnering
agencies
and
such
and
really
where
we're
at
right.
Now.
This
brings
us
to
today,
where
we're
launching
into
a
next
phase
of
engagement.
C
So
the
vision,
zero
crash
study
really
is
a
parallel
document
to
the
pedestrian
crash
study.
This
crash
study
focuses
on
vehicles
and
bicycles
and,
where
appropriate,
in
our
findings,
we've
tried
to
match
the
three
together
to
give
a
full
story
and
narrative
about
what
is
happening
with
crashes
in
our
city.
This
really
builds
off
several
initiatives
that
we
threw
through
the
years
have
worked
on
to
highlight
safety,
our
safe
routes
program,
our
you
know
our
master
plans
for
bicycling
and
our
Complete
Streets
policy.
C
D
D
So
we
finished
the
pedestrian
crash
study
in
2017
and
with
this
vision,
zero
crash
study
is
gonna.
Do
it's
gonna
focus
more
on
the
pedestrian
are.
Excuse
me,
the
bicycle
and
vehicle
crashes,
better,
understand
the
trends
and
contributing
factors
to
crashes
and
where
how
and
why
vehicle
crashes
are
occurring
and
bicycle
crashes
are
occurring.
D
So
first
we
can
take
a
look
at
national
trends
on
the
left
is
a
bar
chart.
That
includes
on
bicycle
injury
and
bicycle
fatality
crashes
on
the
right
is
vehicle,
injury
and
vehicle
fatality,
chronic
crashes.
So
you
can
see
in
both
charts
over
the
last
five,
six
or
so
years.
You
can
see
a
steady
increase
in
the
fatality
portion
and
that's
the
blue
chart
portion
of
crashes
and
we
hit
vehicle
crashes.
If
you
look
at
the
beginning
year
of
1998,
I'll
excuse
me
1988
and
go
to
the
end.
D
Excuse
me,
as
far
as
fatality
goes
again
with
the
injuries
bicycles,
somewhat
level
the
last
few
years
and
with
vehicles
going
up
a
little
bit
so
Minnesota
trash
Krenz
trash
crash
trends,
somewhat
similar
to
what
national
trends
are.
We
hit
a
low
point
in
2012
and
again
this
is
total
crashes
in
a
state
of
Minnesota,
but
have
been
steadily
creeping
upward
over
the
last
few
years,
dr.
mozi
have.
E
You
mr.
chair
I
was
just
curious
on
the
last
slide,
as
I
was
looking
at.
Those
furs
are
those
it
looks
like
just
total
numbers.
Do
you
have
do
those
numbers
look
similar
when
you
average
them
out
based
off
of
the
number
of
vehicle
miles
traveled
the
number
of
bicyclists
out
there
I'm
just
wondering
as
I
see
things
like
bicyclist
fatalities
going
up,
but
the
injuries
going
down?
Are
we
see
more
bicyclists
out
there,
and
so
my
dad
have
something
to
do
with
it
or
is
it
getting
more
dangerous
out
there
for
bicyclists.
D
So
from
a
national
standpoint,
we
can
try
to
look
at
that
question
as
I
get
into
the
presentation.
We
can
look
more
more
localized
because
I
think
if
I
have,
if
we
have
a
few
answers
to
your
questions
with
regard
to
that,
I
would
say.
Definitely
there's
more
bicyclists
out
there
and
so
I
would
say
it's
a
win.
If
place,
we
have
more
bicyclists
out
there
and
bicycle
injuries
are
going
down.
But
again,
then
bicycle
fatalities
are
gone
up,
so
good
crush
nationally.
D
E
D
So,
as
far
as
how
the
city
of
Minneapolis,
in
correlation
with
other
city
and
with
the
state
and
with
the
metro
area,
Minneapolis
faring
pretty
well
on
traffic
fatalities
per
100,000
population
as
it
compares
to
the
country
in
the
state,
however
Minneapolis
slightly
higher
than
the
metro
as
a
whole
in
crack
traffic
fatalities
per
100,000
people
and
higher
than
st.
Paul
and
New
York
City.
D
So
this
breaks
the
crashes
down
by
mode.
The
green
represents
vehicle
crashes,
blue
bicycle
crashes
and
then
the
dark
gray
on
pedestrian
crashes,
different
bicycle
and
vehicles
somewhat
consistent
over
the
last
number
of
years.
But
we
do
haven't
seen
an
increase
in
pedestrian
crashes
and
this
would
include
pedestrian
bicycle
and
motor
vehicles.
Severe
and
fatality
crashes.
G
D
That's
a
compliment.
Bender
that
is
correct
most,
if
not
I
would
say
a
very,
very,
very
high.
Percentage
of
these
crashes
include
at
least
one
vehicle.
So
when
I
say
pedestrian
crashes,
it's
usually
a
pedestrian
crash
or
the
vehicle.
When
I
say
bike
crash,
it's
usually
a
bike
crash
with
a
vehicle,
and
then
the
motor
vehicle
is
a
motor
vehicle
to
motor
vehicle
crash
or
a
fixed
object
crash.
D
So
this
is
the
last
slide
broken
down
into
percentages.
So
if
you
look
at
this,
the
Green
Line
represents-
and
this
is
percentage
of
each
mode
of
fatal
and
severe
crashes
on
us,
so
the
Green
Line
represents
vehicles.
The
dark
grey
represents
positive
pedestrians
and
the
bicycles
are
represented
by
blue.
So
if
you
look
at
the
last
year
out
of
all
the
severe
and
fatal
crashes
in
the
city,
53%
of
those
or
vehicles,
35%
of
those
were
pedestrians
and
12%
of
those
were
bikes.
So
you
can
see
the
bike.
D
Pedestrians
are
the
most
vulnerable
so
when
we
get
into
the
different
modes
of
travel,
I'll
start
with
the
top
of
the
motor
vehicle
crashes
out
of
all
the
motor
vehicle
crashes,
just
motor
vehicle
crash,
one
percent
result
in
a
severe
injury
or
a
fatality
for
bicycles.
If
you
consider
all
bicycle
crashes,
five
percent
result
in
a
severe
injury
or
fatality
and
for
pedestrians,
11%
of
all
pedestrian
crashes,
result
in
a
severe
injury
or
a
fatality.
D
Bicycles
and
pedestrians
are
over-represented
in
crashes,
so
this
councilmember
Andrew
Johnson.
This
gets
into
your
question.
You
can
look
at
the
first
one.
The
Green
is
the
percentage
of
trips
taken.
So
if
you
add
up
all
the
green
charts
there,
it
should
add
up
to
a
hundred
percent
so
of
those
automobiles
take
almost
70%
of
those
trips.
But
as
far
as
severe
injury
and
the
fatal
crashes
go
it's
less
than
60
percent
somewhere
around
fifty
five
percent
so
under
represented.
D
Speed
is
a
significant
factor
of
the
neck,
a
few
slides
on
speed
here.
So
if
you
take
a
look
at
all
the
green
bars
here,
they
represent
the
mileage
on
our
roadway.
So,
for
instance,
you
look
at
the
first
set
of
bar
charts.
Some
percent
of
our
roadway
system
consists
of
speed
limits,
25
miles
or
less
so
again.
D
This
is
speed
limits
and
if
you
look
at
the
corresponding
charts
next
to
that
vehicle
crash,
no
bike
crashes
represent
three
percent
of
two
percent
of
crashes
on
that
roadway,
so
this
particular
roadway
under
twenty
five
miles
an
hour
is
underrepresented.
If
you
skip
over
to
35
miles
per
hour,
you
can
see
that
it's
1%
of
the
total
mileage
roadways
within
the
city,
but
they
represent
seven
and
six
percent
of
ped
and
vehicle
crashes,
so
over-represented
there.
So
I
guess.
D
D
D
So,
where
to
crash
has
happened,
while
most
crashes
happen
at
intersections
and
that's
just
the
same
as
it
was
for
pedestrians
as
well.
So
if
you
look
at
the
right
chart
that
shows
our
breakdown
of
our
intersections
in
the
city
of
Minneapolis
and
what
traffic
control
device,
except
those
intersections.
D
D
So
pre-crash
maneuver
is
in
a
again
councilmember
bender.
You
asked
this
question
a
little
bit
about
all
the
crashes
are
include
a
vehicle,
a
motor
vehicle,
if
so,
I'm
sorry,
what
are
these
motor
vehicles
doing
prior
to
the
crash?
Well,
if
you
look
at
the
top
bar
chart,
which
is
associated
with
pedestrian
crashes,
only
over
half
of
the
vehicles
we're
making
a
turn
of
some
sort,
a
leader,
a
left
or
right
turn,
and
on
the
bottom
bar
pie
chart
you
can
look
at
bicycle
crashes.
D
D
I
D
Thank
You
councilmember
Fletcher
good
question:
this
is
the
actual
victim
of
the
crash.
One
thing
also
to
keep
in
mind
is
that
these
statistics
are
not
kept
by
the
city
of
Minneapolis
they're,
kept
by
the
the
National
Federal
Highway
I,
believe
so
this
this
data
does
come
from
a
national
level,
as
we
don't
keep
that
type
of
specific,
specifically
with
our
types
of
crashes
here,
but
yes,
it's,
the
victim
of
the
crashes
is
whether
it's
falls
into.
D
E
Mr.
chair,
maybe
this
slide
is
actually
when
I
saw
what
you
were
moving
on
to.
Maybe
that
helps
to
answer
the
question
but
I'm
wondering
under
the
category
of
why
there
would
be
such
a
disparity.
Is
there
any
theory.
Is
this
that
based
off
of
the
demographics
of
neighborhoods,
that
there's
been
less
investment,
for
instance,
and
safe
infrastructure
there,
or
that
the
roads
are
overly
congested
or
those
sort
of
things,
and
that's
where
we're
seeing
this
end
result
in
terms
of
the
racial
disparities
showing
up
in
traffic
fatalities.
D
So
if
the
AC
ACP
50
locations
and
areas
again
40%
of
the
crashes
but
only
31%
of
the
population,
so
we
took
a
little
deeper
dive
into
the
crash
data
to
establish
where
the
crashes
were
happening
in
the
areas
where
there's
that
are
happening
again.
40%
of
the
crashes,
but
only
30%
were
31%
of
the
population.
Acp
fifties.
D
So,
aged
and
fatal
and
severe
and
severe
crashes
again
by
age
group
here,
so
one
there's
a
couple
age
groups
here
that
actually
are
in
reverse
of
what
the
national
trends
are
showing
in
a
good
way.
Actually,
so,
if
you
look
at
the
under
18
category,
the
green
dots
represent
the
percentage
of
that
particular
population
age
group.
D
If
you
look
at
under
18,
that
is
underrepresented
as
far
as
pedestrian
fatal
interior
crashes,
bicycle
fatal
crashes
and
vehicle
falen,
severe
crashes,
that's
somewhat
not
in
the
same
trend
mode
as
what
the
national
statistics
are
telling
us
and
if
you
go
all
the
way
to
the
other
end
of
the
bar
chart,
65
and
over
on
the
same
thing,
where
were
underrepresented
as
far
as
population
when
it
comes
to
podesta
or
bicycle
and
vehicle
crashes.
So
these
is
not
following
the
national
transit
is
a
good
thing
in
the
city.
Manthis.
D
D
G
D
So
next
few
slides
we'll
talk
about
where
it
crashes
are
occurring,
so
we'll
start
with
motor
vehicle
crashes,
so
62-
and
this
is
all
crashes,
so
62
percent
of
crashes
occur
in
6%
of
the
streets
select
Kathleen
mentioned
this
vision.
Serial
study
gives
us
a
focus
on
where
to
go,
to
make
improvements.
D
D
Switch
to
pedestrian
crashes,
80%
of
all
crashes,
occur
on
10%
of
the
streets
and
again
that's
all
pedestrian
crashes,
75%
of
major
ped
crashes
and
that's
the
fatal
and
severe
crashes.
Our
current
5
percent
of
the
street.
So
again
it
Neal's
are
for
art.
It
reduces
our
focus
to
to
these
specific
streets.
D
H
D
D
D
So
bicycle
crash
concentration
corridors
again
this
is
all
bicycle
crashes,
and
this
is
the
ten
year
data
set
with
2016
B.
In
the
last
year,
53
percent
of
crashes
occur
on
4%
of
the
streets
and
the
bicycle
high
injury
network.
So
this
slide
would
include
severe
and
fatal
crashes
81%
of
falen's
for
a
crash.
The
current
3%
of
the
streets.
D
D
It's
all
of
these
streets,
a
number
of
them,
have
the
four
lane
undivided
means
to
operate
it
so
again,
another
focus
point
as
these
streets
and
these
streets,
this
handful
of
streets,
that
kind
of
that
fall
into
every
category.
What
we
need
to
look
at
as
far
as
future
designs
when
it
comes
to
mitigating
crashes,.
F
Just
related
to
this
and
the
previous
map
that
I
think
mentioned
at
least
Franklin
Avenue
I
think
we
had
some
streets
that,
during
the
course
of
the
study
period,
went
from
four
to
three
and
it
would
be
interesting
to
see
if
that
had
any
positive
impact.
If
it,
if
we're
trying
to
build
the
case
that
having
four
might
be
directing,
which
injure
that
last
slide
clearly
was
indicating
to
me
that,
were
you.
D
Councillor
McClure,
in
a
good
point,
and
with
the
amount
of
data
that
we
analyzed
and
the
ten
years
segments
that
we
analyzed,
we
did
not
break
it
down
between
when
that
Street,
because
you're
exactly
right.
Some
of
these
streets
did
go
from
a
four
lane
to
three
lane:
conversion,
Franklin
being
one
of
them.
We
didn't
break
out
the
data
to
see
the
before
and
after
of
that
particular
reduction
from
four
lanes
to
the
three
lanes,
but
we
can.
F
F
Be
something
to
look
at
in
the
next
phase.
I'd
also
say
at
some
of
the
problematic
intersections,
because
we
may
have
made
some
changes
that
we
thought
would
help
with
throughput
or
maybe
help
with
safety.
But
if
we
I
think
it
would
be
nice
to
see
if
any
of
the
changes
to
the
roads
are
out.
Signal
set
of
intersections
I
had
a
negative
or
positive
impact
on
injuries.
Just
constant.
D
Recording
a
good
point-
and
you
know
this
since
I've
been
here
with
the
city-
we
constantly
attempt
to
make
improvements
to
mitigate
crashes
along
the
way
and
there's
been
so
many
improvements
that
we
have
made
to
this
point
so
far
and
they
fall
into
that
ten-year
time
frame
by
which
we
have
compiled
this
data.
So
maybe
not
only
Franklin
I
mean
we
can
reach
out
to
some
of
the
other
key
arterial
roadways
with
the
city
and
area
intersections
to
see
where
the
braking
point
for
that
is
and
to
get
a
before
after
mr.
B
Chair,
if
I
might
add
to
this
answer,
we
also
have
started
collecting
before-and-after
data
of
each
of
our
street,
whether
it's
reconstruction
or
resurfacing
when
we've
reconfigured,
and
we
have
a
more
formalized
program.
Now
that
looks
at
a
variety
of
factors
of
before
and
after
it's
less
immediate
crash
data
takes
a
few
years
to
be
valid,
but
you
should
begin
to
see
some
of
those
before-and-after
studies
coming
in
the
next
year
or
so
on,
projects
that
we've
completed
over
the
last
year.
So
thank.
G
You
mr.
chair
I,
think
that's
very
helpful.
I
wanted
to
point
out
that
a
number
of
these
at
least
the
ones
in
Ward
10,
our
County
roads
and
I,
know
that
my
constituents
often
contact
my
office
about
Lake,
Street,
lyndale
and
Franklin
Avenue
and
get
frustrated
when
they
hear
well,
that's
a
County
Road
and
then
they
contact
the
county
and
at
least
when
I
hear
back
as
people
feel
like
counties
saying.
Well,
you
have
to
contact
the
city
and
they
just
feel
like
they
get
pointed
back
and
forth.
G
And
that
means
having
a
strong
partnership
with
the
county,
of
course,
and
then
dot
and
the
other
operators.
But
you
know
I
again:
I
just
want
to
note
that
I
think
we
have
to
stop
saying.
Well,
that's
a
county
road
there's
not
a
lot.
We
can
do
and
just
really
take
it
to
the
next
level
and
making
sure
that
all
of
those
streets
are
safe.
I
Thank
you,
I,
think.
Just
to
reiterate,
the
the
sense
of
challenges
are
really
doing
something
about
this
right,
one
of
the
roads.
It's
marked
here
at
Central
Avenue,
and
this
is
something
that
comes
member
akre
met
about
to
talk
with
the
Bicycle
Advisory
Committee,
and
you
know
some
of
the
folks
have
been
really
advocating
for
safety
over
there
to
think
about
a
four
to
three
and
it
somehow
doesn't
feel
like
that.
Conversation
is
moving
right
and
we've
got
MnDOT
at
the
table.
I
In
terms
of
you
know,
thinking
about
the
third
Avenue
reconstruction
we've
got
a
moment
when
that
road
is
getting
reconstructed
and
it
just
feels
a
little
bit
like
we
either
aren't
prioritizing
this
or
aren't
able
to
get
our
partners
to
prioritize
this
I'm
not
I'm,
not
entirely
sure
what
the
dynamic
is
but
at,
but
we
have
opportunities
where
there
are
four
lanes
where
there
is
reconstruction
happening
and
I.
Don't
see
us
changing
this,
so
how
do
we?
How
do
we
kickstart
this
and
make
this
more
of
a
priority?.
B
Mr.
chairman,
I'm,
Steve
and
I
are
having
a
conversation
with
our
eyes
right
now
and
I'm
going
to
year
and
answer
councilmember
Fletcher's
conversation
by
saying
that
this
is
really
difficult.
Work
I,
just
I,
have
to
start
by
saying
that
across
the
country,
mostly
in
cities
where
this
is
being
prioritized,
it's
very
difficult
work
and
it
requires
first,
a
commitment
to
ourselves
to
continuously
make
the
right
decisions
for
safety,
and
it
requires
a
commitment
to
our
partners
not
just
to
forcefully
encourage
them,
but
to
help
them
understand.
B
The
problem
know
that
they
have
a
stake
in
the
problem
and
be
part
of
a
solution
provider.
The
other
thing,
I
will
say
is
one
of
the
reasons
this
is
so
such
a
difficult
work.
If
that
we
have
so
many
tools
in
our
toolbox,
and
there
are
occasions
when
the
tool
we
really
want
to
apply
may
not
be
possible
to
apply.
So
we
have
to
look
at
every
other
tool
that
is
available
to
us.
I
am
confident
that
we
have
a
a
very
progressives
like
the
wrong
word,
but
a
very
progressive.
B
F
I
guess
I
just
want
to
emphasize
that
I
think
this
information
is
really
critically
important.
I
think
what
our
best
weapon
will
be
is
if
we
can
actually
bring
facts
and
the
truth
to
something.
So
we
need
to
be
convinced
and
know
and
be
able
to
collect
the
evidence
and
say
going
from
four
to
three
led
to
these
results
that
saved
lives,
or
we
made
these
changes.
A
F
D
F
You
could
I
ask
one
more
detail's
question,
then
thank
you.
This
had
to
do
with
what
we
call
a
signalized
intersection,
so
I'm
particularly
curious
about
when
mum
less
than
full
signalized.
When
there's
a
stop
sign
when
there's
a
crosswalk,
we
debate
and
we
talk
about,
do
we
think
putting
in
the
stop
sign
I'll,
make
it
a
false
sense
of
security
for
pedestrians?
Should
we
stripe
this
crossing
without
a
stop
sign?
What's
that
going
to
do
what
about
putting
yellow
pedestrian
signs?
Will
that
actually
make
a
difference?
What
about
flashing
lights?
F
I'm
just
wondering
if
we've
got
any
evidence
here
that
crashes
went
up
or
down
with
any
of
these
particular
treatments,
we
admit,
blocked
pedestrian
crossings
in
some
places.
Have
we
had
fatalities
there?
Whether
were
there
accidents
there
before
we
put
them
in
I'm
just
wondering:
do
we
have
any
evidence,
the
drills
down
into
that.
D
Councilmember
Gordon,
as
it
pertains
to
improvements
on
the
roadway
network,
specifically
full
traffic
signal
systems.
We
do
have
that
kind
of
data.
You
know
I,
guess
generally,
it
does
show
and
we
haven't
put
a
lot
of
new
signals
in
a
Minneapolis
since
I've
been
here
about
810
signals,
we
do
have
a
little
bit
of
data
that
show
the
results
of
what
we
do
at
a
signal
when
it
becomes
a
new
signal,
as
opposed
to
not
being
a
signal,
and
also
when
we
made
improvements
to
that
signal
with
regard
to
our
flasher
systems
or
other
crosswalks.
D
The
the
amount
of
data
that
we
can
compile
I'll
say
is
statistically
sometimes
hard
to
conclude,
because
the
crashes
are
so
infrequent
and
I'm
mainly
talking
about
pedestrian
crashes.
So
it's
hard
to
conclude
something.
So
you
need
a
lot
of
data
and
that's
what
we're
trying
to
do
is
get
a
lot
of
data.
We
took
the
ten
year
data
set
and
see
how
that
folds
in
to
some
of
the
improvements
that
we
made.
D
We
haven't
dug
into
the
details
of
that
with
this
vision,
zero
crash
study,
but
based
on
your
last
comment
with
regard
to
improvements
from
four
to
three
and
things
like
that,
we
can,
with
that
ten-year
data
set
and
end
dates
and
times
on
our
dates
when
these
systems
went
in
and
see.
If
see,
if
there's
actual
improvement,
we
did
the
challenge
with
that.
From
from
a
general
standpoint,
is
there's
just
wasn't
enough
data
for
us
to
conclude
anything,
and
now
we
have
that
data.
F
Data
would
be
curious
to
see
what
the
situations
were
in
some
of
those
outlying
pedestrian
fatalities,
for
example,
because
and
I
think
it
might
be
unfortunate
if
we
drill
down
on
these
corridors.
I,
don't
know
what
you
want
to
call
the
priority
corridors
we've
identified
here
and
we
didn't
fix
something
that
maybe
had
happened
only
once,
but
a
similar
situation
in
eight
different
places
on
the
outskirts
of
the
city.
F
So
that's
all
I'm
thinking
about
and
some
of
the
things
we've
done,
like
the
Cedar
Avenue
at
fifth
Street
pedestrian
flashing,
light
crossing
that
we
put
in
there
there's
other
things
and
were
there
accidents
beforehand
and
now
there
aren't
any.
Did
it
make
things
better
or
worse,
and
you
don't
have
to
answer
it.
This
last
little
speech,
but
I
just
want
had
a
little
bit
of
clarity
to
what
I
was
after
and
thanks.
Thank
you.
Come.
G
You
mr.
chair,
this
is
a
comment
too
so
feel
free
to
respond
or
not.
But
a
lot
of
us
on
this
committee
represent
parts
of
the
city
that
are
growing
and
where
we
have
said
that
we
want
to
concentrate
growth
in
the
future
and
I.
Think
I
will
go
as
far
as
to
say
it's
irresponsible
for
the
city
to
do
that
without
the
safety
improvements
that
will
keep
our
current
and
future
constituents
safe,
because
if
you
know,
there's
an
iterative
result.
G
You
know
to
meet
all
of
the
other
goals
that
led
to
us
wanting
to
concentrate
our
population
along
transit
corridors
in
the
first
place,
climate
change
goals,
health
goals,
livability
goals
that
lead
us,
don't
want
people
to
feel
safe
and
be
able
to
choose
to
walk
and
bike
and
take
transit.
But
I
know
for
a
lot
of
my
constituents.
They
don't
feel
safe
and
up
until
very
recently,
when
housing
costs
started
going
up
so
quickly
that
now
we
hear
the
most
about
that.
G
I
Thank
You
mr.
chairman,
and
thank
you
for
this
presentation.
I
want
to
sort
of
add
to
a
sense
of
urgency
and
and
express
something
that
I've
heard
from
a
lot
of
my
constituents
when
we've
gone,
to
talk
to
them
about
proposals
for
for
safety
implementation,
some
of
which
are
happening.
Some
which
aren't
happening
because
we
decided
it
wasn't
warranted.
I
Relying
on
crash
data
is
a
really
frustrating
message
to
send
to
our
constituents
that
we
have
to
wait
for
someone
to
die
or
get
seriously
injured,
to
take
seriously
that
we
need
to
make
improvements
and
in
some
of
these
areas
and
I,
think
that
there
are
a
lot
of
places
that
we
know.
People
feel
unsafe
that
we
haven't
happened,
knock
on
wood
to
have
that
kind
of
accident.
Yet
and
I
don't
want
to
wait
for
that.
I
want
us
to.
I
You
know
be
thinking
about
the
super
serious
about
business
in
Ireland,
so
I
guess
it's
both
I'm
glad
that
we're
looking
at
the
crash
data
because
of
this
in
many
ways
does
represent
the
most
urgent
data
in
in
many
ways.
It
also
just
represents
which
streets
have
the
most
traffic
on
them,
because
if
you
have
enough
cars,
moving
you're
gonna
have
more
conflict
and
more
crashes,
and
that
makes
a
certain
amount
of
sense.
I
But
then
it
doesn't
speak
to
roads
that
are
a
little
less
traveled,
but
still
have
the
significant
design
and
control
issues
that
that
then
make
them
unsafe
and
so
I
want
to
just
express
that
crash
date
as
a
starting
point.
But
I
really
hope
that
we
get
a
lot
further
in
thinking
about
the
safety
of
every
street
and
making
sure
that
everybody
gets
to
feel
safe,
walking
around
their
neighborhoods.
And
there
are
a
bunch
of
places
that
are
unaddressed
by
this.
I
But
speaking
of
the
places
that
are
addressed
by
this
some
of
the
hotspots
and
my
ward
are
and
I
guess,
I'm
I'm
curious
how
I
don't
feel
like
there's
a
lot
of
new
information
here.
Most
of
us
could
have
kind
of
drawn
this
map
and
I
I
assumed
most
city
staff,
probably
could've
too,
and
so
I
guess
I'm
I'm
wondering
how
much
we've
looked
at,
how
much
our
current
CIP,
how
much
the
current
click
process
reflects
investments
in
what
we
already
knew
needed
to
happen.
I
B
Mr.
chair
councilman
Fletcher,
all
answer
from
over
here
I
think
you
are
correct
and
that
some
of
this
information
is
information
that
we
had
and
that
we
knew
there
is
other.
There
is
other
data
that
was
presented
through
this
study
that
highlights
some
things
that
we
did
not
know,
for
example,
the
disproportionality
on
certain
sectors
of
the
population,
which
is
new
information
and
extremely
important
information,
as
we
move
forward
with
the
action
plan.
Which
brings
me
to
the
second
point.
B
We
are
at
the
finish
of
our
presentation
of
base
data
and
only
at
the
start
of
our
process,
of
developing
an
action
plan
and
that
action
plan
will
include
a
detailed
review
of
how
we
have
been
investing
and
if
we
need
to
shift
or
modify
the
investments
moving
forward,
which
you
will
see
in
the
next
proposal
of
capital.
So
a
key
component
of
this
action
plan
is
beyond
the
engagement
process
that
we
plan
to
do
that.
We
know
goes
well
beyond
what
we
collect
and
data.
We
need
to
hear
from
people.
E
You
mr.
chair
and
I,
just
wanted
to
echo
what
my
colleagues
have
already
brought
up
on
this
and
I
just
wanted
to
put
that
out
there
to
add
voice
to
it
and
recognize
it.
That
is
a
policy
maker.
It
is
very
challenging
when
we
have
residents
who
will
come
to
us
year
after
year
after
a
year-
and
they
say
this
area
is
a
problem
intersection.
We
really
need
help
here.
People
are
speeding
too
fast
on
our
roads.
We
really
need
help
here.
E
We
have
this
local
on-the-ground
wisdom
from
constituents
who
know
when
there
are
intersections
or
roads
that
stand
out,
and
yet
we
keep
going
back
to
crash
data
saying
we
can't
do
anything
here.
This
isn't
recommended
here
or
when
we
have
people
speeding,
we
say.
Well,
maybe
we
could
put
up
a
another
speed
limit
sign
here
and
it's
or
we
have
to
explain
to
them:
hey
here's,
how
the
click
process
works
and
it's
five
years.
E
10
years,
15
plus
years
before
we're
actually
going
to
see
a
significant
change
here
at
the
specific
spot,
but
I
also
want
to
give
credit
to
Public
Works
as
well
for
your
willingness
to
work
with
community
around
piloting
projects
as
well,
I've
seen,
for
instance,
bollard
projects
where
Public
Works
has
worked
very
rapidly
to
put
in
changes
to
try
to
improve
crossings,
and
things
like
that,
and
it's
been
noticed
by
constituents
and
that's
been
appreciated
as
well.
So
there's
kind
of
this
duality
that
exists
out
there
were
in
a
lot
of
cases.
E
That
feels
like
sorry.
We
can't
really
do
anything
anytime
soon
at
this
intersection.
We
know
it's
a
problem,
but
there's
not
a
click
item
coming
through
at
anytime.
Soon,
there's
not
really
anything
we
can
do
here.
Data
doesn't
support
any
significant
changes,
but
in
other
areas
we're
saying
that
we're
thinking
creatively
outside
the
box
and
we're
trying
to
make
improvements
here
so
I
wanted
to
name
that
and
voice
that,
because
it's
something
that
I
know
it's
shared
by
a
lot
of
constituents
and
I've
still
wrap
my
head
around.
A
G
You
mr.
chair
I'll
be
brief,
but
I
did
want
to
just
lift
up
that.
You
know
we're
reacting
to
decades
of
our
streets
being
designed
for
cars
to
drive
quickly
through
our
neighborhoods,
and
we
just
adopted
our
complete
streets
policy
three
years
ago
four
years
ago,
and
you
know
especially
customer
Gordon
and
Reich.
G
You
know
have
provided
a
lot
of
leadership
for
this
even
before
those
of
us
who
got
here
last
term,
we're
able
to
dig
in
but
I
just
you
know,
I
wanted
to
say
that,
because
part
of
it,
what
I
think
we're
seeing
is
a
lessening
of
fear
about
change
in
our
streets.
So,
as
I've
been
in
office
here
for
five
years,
you
know
we
know
when
we
take
out
a
lane
of
traffic
or
some
parking
or
anything
that's
perceived
to
slow
down
to
car
traffic.
G
G
In
a
word
where
you
know
again,
a
lot
of
people
walk
and
bike
and
take
transit
and
really
are
it's
so
happy
and
excited
to
see
us
approaching
their
streets
differently.
So
thank
you
to
the
department
for
all
of
that
work.
I
mean
it's
not
easy.
We've
turned
a
ship
pretty
quickly
here,
I
think
and
we're
starting
to
see
the
benefits
and
demands
for
more.
F
C
This
has
been
talked
about
in
this
conversation.
That's
just
been
happening
is
really
an
effort
by
a
lot
of
different
people,
a
lot
of
different
players
and
I
think
it's
worth
noting
all
the
different
city
departments
that
are
part
of
this
effort
from
a
staff
and
department
head
perspective.
It's
Public
Works,
the
City
Attorney's
Office
police,
fire,
health,
communications,
Civil,
Rights,
the
intergovernmental
relations
office,
uni
planning
and
economic
development
city
coordinators
office
and
our
neighborhood
and
community
relations
department.
C
That's
a
huge
amount
of
attention
to
this
matter
and
speaks
volumes
about
how
serious
the
city
is
around
this
and
as
we
now
go
beyond
that
and
partner
with
other
local,
regional
state
partners,
our
community
organizations,
advisory
committees
and,
importantly,
the
public
that
we
can
also
have
intentional
conversations
with.
We
can
use
data,
but
we
can
also
use
the
data
we
hear
from
them
in
terms
of
their
narrative
and
their
how
they
feel
on
their
streets.
We're
really
poised
to
do
a
lot
with
this
action
plan
and
we're
in
a
really
good
place.
C
C
So
we
really
are
pulling
together
a
whole
group
of
people
who
who
see
this
as
a
singular,
unique
goal
and
are
working
hard
to
do
something
about
it
through
the
those
groups
of
people
to
date.
We
have
landed
on
guiding
principles
to
to
really
deliver
this
action
plan,
and
these
principles
will
really
guide
those
actions
that
we
develop
the
performance
measures,
how
we
judge
success
and
they
are
safety
and
human
life.
C
First,
with
this,
we
assert
that
the
loss
of
human
life
is
unacceptable
and
that
we're
committed
to
ending
this
will
work
with
urgency,
which
is
a
theme
we've
heard
throughout
your
comments
here
to
implement
vision,
zero
as
one
death
is
one
too
many
equity.
We
will
recognize
and
work
to
eliminate
racial,
economic
and
other
disparities
and
traffic
crashes,
as
well
as
our
approach
to
our
vision,
zero
action
plan,
we
will
work
to
deliver
fair
and
just
outcomes
and
opportunities
for
all
people.
Data-Driven.
C
The
vision,
zero
strategies
and
actions
will
be
developed
from
relevant
data,
recognize
best
practices
and
community
experiences
and
input.
We
will
also
work
to
improve
the
data.
We
have
and
recognize
its
gaps,
accountability.
We
will
set
clear
objectives
and
report
on
them
regularly
will
be
transparent
and
include
meaningful
and
diverse
community
engagement
that
helps
guide.
Those
actions
will
collaborate
with
community
and
agency
partners
to
embrace,
develop
and
implement
vision,
zero,
and
we
will
adopt
our
approach
as
needed
in
the
future.
C
As
we
see
the
opportunities
for
improvement,
we've
also
developed
a
list
of
focus
areas
where
we
imagine
developing
strategies
and
actions
around,
and
this
will
be
refined
as
we
go
into
more
community
engagement
and
hear
from
people
in
terms
of
what
they
think
is
important.
But
the
themes
we've
heard
to
date
include
strategies
and
actions
around
street
design
and
infrastructure,
as
well
as
managing
and
speed
traffic
speed
on
our
streets,
education
around
traffic
safety.
C
This
work
is
being
done
in
close
coordination
with
our
transportation
action
plan
which
we'll
hear
about
shortly
in
terms
of
the
timeline
our
engagement
communications
around.
This
we'll
have
two
separate
products
that
align,
but
are
different,
and
safety
really
is
a
key
goal
of
our
transportation
action
plan
as
well,
and
so
this
work
will
be
woven
together
in
a
way
that
makes
sense
and
really
provides
the
urgency
we
need
for
vision,
zero,
as
well
as
the
actions
for
our
next
10
years
of
our
transportation
planning
work.
C
Sure
so
we
have
a
new
website
vision,
zero,
Minneapolis
comm
listed
here
I'm,
so
our
engagement
events
will
all
be
listed.
There
we're
happy
to
also
you
know.
Everything
will
be
on
our
website.
We,
our
first
piece,
will
be
our
Community
Connections
Conference
on
February
2nd.
We
will
be
there
as
a
team
of
Public
Works
staff
talking
about
both
vision,
0
and
our
transportation
action
plan.
H
How
might
neighborhood
organizations
that
want
to
engage
their
communities
in
these
input
sessions
know
about
the
house?
And
why
should
we
should
we,
as
council
offices,
be
sending
them
the
link
to
your
new
website
I?
Ask
because
almost
any
neighborhood
and
neighborhood
organization
kind
of
has
their
list
of
problem
areas
and
sections
and
streets
and
I
think
that
they're
eager
to
put
all
of
those
things
on
the
table
in
in
and
through
this
process.
But
we
need
some
meaningful
engaged
meaningfully
engaged
them
through
the
neighborhood
organization
so
that
they
feel
part
of
this
work.
Sure.
C
Thank
you
for
the
question
Koz
member
chair.
We
are
working
on
really
detailing
out
the
next
phase
of
engagement.
We
know
some
pieces
of
it
and
those
pieces
will
be
on
our
website
and
we're
also
continuing
to
do
to
develop
our
engagement
plans.
So
noting
your
comments
around
neighborhood
organizations,
we
will
make
sure
that
we
have
a
process
that
fully.
You
know
that
that
is
able
to
connect
with
those
two
organizations
because
you're
right
they
have.
C
C
But
they
have
a
different
reach
and
and
and
knowledge
of
different
streets
and
corridors
and
whatnot.
So
so
definitely
as
we
are
communicating
and
we're
working
with
our
communications
team
and
and
getting
information
to
the
council
offices
will
ensure
that
you
know
highlighted
where
those
voices
are
easiest
to
tap
in.
But
we
will
also
have
just
general
public
meetings
and
whatnot
too.
So,
there's
there's
going
to
be
multiple
opportunities
to
engage,
we'll
make
sure
that
it's
easily
understood.
Thank.
H
A
Any
other
questions
we'll
see
and
I
will
just
make
a
final
comment.
Clearly,
you
know
we
had
a
really
great
presentation
and
the
data
was
there
to
not
only
sort
of
explore
what
we
see
in
this
information,
but
I
already
generated
a
lot
of
conversation
and
insights
in
terms
of
what
we
can
do
for
further
analysis
and,
of
course,
on
our
way
to
strategies
of
implementation,
resource
prioritization
and
all
the
things
that
follow
and
direct
the
work
moving
forward.
A
A
I
will
keep
that
range
of
internal
partners
or
in
departments
and
also
are
the
external
ones
because,
like
there
is
where
the
solution
solutions
will
rely
and
I
think
that's
where
this
is
a
different
approach
in
the
sense
that
who's
at
the
table
and
how
they're
at
the
table
and
why
they're
at
the
table
and
I
think
that
would
be
one
of
the
things
that
we
want
to
continue.
But
I
don't
think
it's
just
a
matter
of
urgency
for
solving
problems.
I
think
it's
been
touched
on
in
the
commentary
just
here
today.
A
C
B
Mr.
chair
members
of
the
committee,
as
we
transition
from
our
vision,
zero
data
discussion
and
into
our
transportation
action
plan
I,
do
you
want
to
recognize
that
director
Korbel
from
civil
rights
joined
us
midway
through
our
vision,
0
presentation?
She
is
a
she's
fiercely
loyal
to
this
effort
and
has
provided
really
amazing
input
to
the
task
force
into
us
and
I
think
her
for
being
here
to
support
our
effort.
Our
next
agenda
item
is
related
with
separate
to
vision.
B
We
have
a
goal
of
eliminating
death
and
serious
injury
on
our
streets
and
we'll
do
that
first
and
the
transportation
action
plan
is
an
opportunity
to
continue
to
have
broader
discussions
about
what
our
streets
need
to
be
and
why
mr.
chairs
point
about
being
places
for
people
here
is
where
those
discussions
really
unfold.
So
I'm
gonna
introduce
Kathleen
mail
she's,
supported
by
multiple
teams
on
multiple
topics
and
by
director
Hager,
who
has
put
countless
hours
into
putting
this
forward
today.
Today
is
an
important
day
for
the
transportation
action
plan.
B
Unlike
vision,
0,
it
has
doesn't
have
a
resolution,
it
hasn't
had
a
community
conversation
about
it.
It
is
a
newer
effort
and
we're
excited
to
present
that
to
you
today,
I
know
a
few
of
you
have
been
anxiously
awaiting
the
new
name
and
the
new
name
is
the
transportation
action
plan
also
known
as
go
Minneapolis
so
with
that
I
will
ask
a
female
to
take
it
away
and.
A
C
Morning,
kathleen
male
supervisor,
transportation,
planner
transportation,
planning
and
programming
division
happy
to
be
back
here
really
with
what
is
a
really
exciting
day
for
the
transportation
action
plan
I'm
going
to
cover
broadly,
what
is
the
transportation
action
plan?
What
is
the
relationship
to
Minneapolis
2040,
as
well
as
sufficient?
Zero
action
plan,
give
an
overview
of
the
goals
topics,
the
committees,
the
timeline?
What
engagement
looks
like
and
and
what
our
next
steps
are
moving
forward.
C
Minneapolis
transportation
action
plan
will
be
a
ten
year
action
plan
to
guide
future
planning,
design
and
implementation
of
transportation
projects
for
all
people
in
all
the
different
ways
they
move
around
our
city.
This
plan
will
replace
in
full
access
minneapolis,
which
was
developed
between
2007
and
2011
and
had
different
iterations
and
updates
throughout
2017.
The
components
of
access
minneapolis
are
the
downtown
action
plan,
the
citywide
action
plan,
the
pedestrian
master
plan,
the
bicycle
master
plan,
the
streetcar
planning
documents
and
then
our
street
and
sidewalk
design
guide,
whereas
those
were
done,
you
know
sequentially.
C
The
transportation
action
plan
is
really
comes
after
Minneapolis
2040
and
and
really
speaks
to
one
of
the
eleven
topic
areas
within
Minneapolis
2040,
being
transportation.
Minneapolis
2040
really
established
the
what
we
are
trying
to
achieve
as
a
city
with
transportation,
the
vision
it
covers
twenty
years
of
an
outlook,
whereas
the
Minneapolis
transportation
action
plan
will
establish
how
we
plan
to
achieve
that
vision
over
the
next
ten
years.
C
There
are
24
transportation
policies
within
Minneapolis
2040,
which
will
be
addressed
with
our
transportation
action
plan
through
seven
different
topic
areas
and
the
development
of
strategies
and
specific
actions
within
those
to
get
toward
that
vision
of
Minneapolis
2040
in
terms
of
the
relationship
with
the
visions
action
plan.
Again,
this
is
a
coordinated
approach
between
the
two
planning
processes.
The
Minneapolis
Transportation
Action
Plan
is
a
ten-year
planning
document,
whereas
the
vision,
zero
action
plan
will
detail
up
the
next
three
years
of
actions.
C
The
meaning
of
this
transportation
action
plan
will
be
guided
by
six
goals
to
implement
all
of
the
policies
set
in
Minneapolis
2040,
and
these
goals
will
really
guide
the
decisions
over
the
next
ten
years.
The
first
is
climate.
We
aim
to
reshape
the
transportation
system
to
address
climate
change,
using
technology,
design
and
mobility
options
to
aggressively
reduce
greenhouse
gas
emissions
caused
by
vehicles.
In
terms
of
safety,
we
need
to
reach
vision,
zero
by
2027
by
prioritizing
safety
for
all
people
and
eliminating
traffic
fatalities
and
severe
injuries
equity.
C
We
plan
to
build
and
operate
a
transportation
system
that
contributes
to
equitable
opportunities
and
outcomes
for
all
people,
prosperity.
We
plan
to
provide
mobility
options
that
move
people
and
goods
through
reliable
connections.
We
plan
to
retain
top
talent
and
grow
Minneapolis
as
the
economic
engine
of
the
region,
mobility.
The
goal
is
to
embrace
and
enable
innovation
and
advancements
in
transportation
to
increase
and
improve
mobility
options
and
access
for
all
people
and
active
partnerships.
We
know
that
we
can't
do
this
alone.
C
So
these
are
the
seven
topic
areas
that
will
be
developed
that
will
be
working
within
for
the
transportation
action
plan.
They
are
advanced
mobility,
pedestrians,
bicycle
transit,
freight
street
operations
and
street
design,
and
to
get
into
a
little
bit
of
what
that
means,
with
advanced
mobility,
we're
really
looking
to
approach
advancements
in
transportation
in
a
way
that
we
most
quickly
and
thoughtfully
use.
This
Technic
use
the
advancing
technology
within
the
transportation
realm
to
help
us
meet
our
goals.
We
want
to
plan
for
future
changes
and
ensure
that
technology
changes
in
the
transportation
world
are
happening.
C
We're
planning
with
them
we're
planning
for
them
and
they're
not
happening
to
us.
So
we'll
really
focus
on
four
different
types
of
advancements
in
transportation.
Those
are
shared
fleets,
things
like
vehicles
that
you
can
temporarily
use
scooters
or
cars
or
bicycles,
electric
vehicles,
no
matter
the
vehicle,
be
a
car,
scooter,
bicycle
connected
infrastructure
and
connected
people.
This
is
different
systems
talking
through
to
each
other
and
helping
us,
hopefully
reach
our
safety
goals
more
quickly
and
then
the
automation
of
transportation,
things
like
self-driving
cars.
C
So
that's
what
the
focus
area
of
our
advanced
mobility
topic
will
be
in
terms
of
pedestrians.
We
have
seen
through
our
annual
city
counts,
more
and
more
people
walking
in
the
city
and
at
the
same
time,
as
was
highlighted
through
our
vision,
zero
crash
study
that
was
just
presented
on
pedestrians
are
over
represented
and
our
fatal
and
severe
crashes
representing
nearly
a
third
of
all
of
those
crashes.
C
Similarly,
within
the
bicycle,
topic
will
be
looking
to
improve
safety,
particularly
through
the
development
of
a
low
stress,
all
ages
and
abilities
network,
where
there
are
greater
opportunities
for
bicyclists
to
feel
comfortable,
largely
through
more
separation
and
distance
from
the
traveling
cars.
We'll
also
be
looking
to
integrate
low
powered
vehicles
into
this
network
of
bicycle.
What
we
you
know
talk
about
is
bicycle
lanes.
Now:
we've
seen
a
proliferation
of
scooters
and
electric
bikes
and
whatnot.
So
how
do
we
normalize
different
ways
to
get
around
and
create
space
for
them
within
our
streets?
C
So
these
are
some
of
the
non
infrastructure
initiatives
we'll
be
looking
at.
You
know.
Nearly
half
of
the
trips
that
we
take
in
Minneapolis
are
under
three
miles,
and
this
is
a
huge
opportunity
if
we
are
able
to
create
this
low
stress
Network,
to
be
able
to
increase
the
amount
of
people
who
feel
comfortable
and
want
to
bike
and
reach
really
our
climate
goals
and
our
other
goals
more
quickly.
C
C
C
There
are
a
quarter
million
transit
trips
that
begin
endar
travel
through
Minneapolis
right
now,
and
we
know
that,
as
we
knee
appleís
continues
to
grow
transit
we'll
want
to
provide
an
even
larger
part
of
how
people
in
Minneapolis
get
around
and
so
figuring
out
how
we
can
support
this
growth
in
ways
that
is
attractive
to
a
transit
writer
that
gives
access
to
those
without
cars,
and
that
helps
us
again
always
going
back
to
how
we
can
reach
our
goals
within
these
topics.
How
we
can
reach
our
climate
goals,
how
we
can
reach
our
mobility
goal.
C
Transit
is
really
a
place
where
we're
going
to
be
focusing
energy
there,
and
so
this
is
really
a
little
bit
different
than
the
access
Minneapolis
work
around
transit.
This
is
looking
at
all
all
types
of
transit
and
really
looking
to
identify
the
cities.
You
know
how
we
as
a
city,
can
help
play
a
critical
role
in
moving
this
forward.
G
You
mr.
chair,
this
might
be
overall
question,
but
particularly
to
the
transit
piece.
We
got
the
opportunity
to
have
the
Hennepin
Avenue
bus,
only
lean
pilot,
and
it
was
really
popular
in
the
ward.
I
frequently
get
questions
for
my
constituents
about
when
is
it
going
to
be
made
permanent
and
that
recently
you
know
the
news
came
out
that
through
Metro
Transit,
that
it
sounds
like
it's
not
going
to
be
in
the
near
future
that,
instead
of
implementing
specific
projects,
we're
going
to
take
a
more
city,
wide
view
of
doing
more
bus.
G
Only
lean
pilots,
but
I've
just
wondered
kind
of
how
we're
gonna
balance
the
opportunities
for
specific
improvements
that
will
make
a
really
big
difference
in
people's
day-to-day
lives
versus
taking
a
planful
citywide
approach,
which
both
are
important
and
knowing
that
this
plan
will
take.
You
know
the
next
year
plus
to
get
adopted.
G
You
know
I,
think
again,
kind
of
to
their
earlier
theme.
You
know
being
thoughtful
and
planful,
but
also
kind
of
maintaining
that
sense
of
urgency
and
really
making
sure
that,
especially
in
places
that
are
growing
have
recently
grown
where
people
are
relying
on
transit.
Where
there's
huge
opportunity
for
mode
shift
to
transit,
but
we're
doing
everything
we
can
to
help
make
the
service
as
the
best
that
can
be.
G
B
Chair
councilmember,
bender,
answering
from
the
side
here,
transit
is,
has
been
a
very
robust
topic,
especially
over
the
last
couple
days.
With
this
new
information
that
was
shared
publicly
about
the
Hennepin
Avenue
bus
pilot
lanes.
We
thought
it
was
a
tremendous
success
and
we
agree
that
they
should
be
made
permanent.
B
We're
not
going
to
wait
for
the
adoption
of
the
action
plan,
we're
going
to
learn
so
much
by
piloting
that
will
feed
right
into
the
action
plan
and
and
I
will
just
say
this-
a
little
bit
off-the-cuff
right
now
that
we're
listening
to
the
feedback
right
now
on
the
Hennepin
discussion
and
we're
gonna
meet
very
soon
to
talk
about
what
might
be
possible.
Do
we
need
to
rethink
the
strategy?
Do
we
want
to
stay?
G
C
The
fifth
topic
is
Freight
and,
as
our
city
continues
to
grow,
we'll
anticipate
a
growth
and
Freight
as
well
around
the
state.
Freight
is
expected
to
grow
by
40%
by
2040,
and
we
anticipate
to
see
similar
levels
within
the
city.
More
and
more
purchases
made
online
and
delivered
to
our
homes
play
a
key
role
in
this
Freight
movement
as
well,
and
so
we're
looking
and
looking
to
learn
how
technology
and
looking
to
harness
this.
C
In
terms
of
these
last
mile
deliveries
as
well,
you
know
how
other
cities
are
experimenting
with
drones
and
delivery,
lockers
and
delivery
robots.
You
know
to
make
these
deliveries
more
efficient
and
so
we're
looking
to
integrate
that
into
how
we
think
about
Freight
everything
from
the
really
large
trucks
and
how
what
impact
they
have
on
our
streets
and
street
design
down
to
a
smaller
delivery
vehicle
non
motorized
cargo
bikes,
you
name
it
we're
trying
to
see
how
we
can
and
more
efficiently
get
freight
deliveries
throughout
the
city
street
operations.
C
The
key
here
of
this
topic
is
to
look
at
a.
How
does
this
all
come
together
on
our
street?
You
know
platform.
We
have
a
certain
right
of
way,
a
certain
amount
of
the
street
that
the
city
really
holds
in
public
trust,
for
the
public
to
do
what
is
best
for
the
public
good
and
so
there's
a
lot
of
competing
demands
within
here.
We're
looking
for
efficient
travel,
but
we're
also
looking
for
places
and
streets
that
really
contribute
to
a
sense
of
a
neighborhood
and
to
people
being
there
walking.
C
An
emphasis
here
really
is
on
serving
people
maximizing
that
limited
space
into
a
public
asset
for
people
and
supporting
movement.
You
know
we
are
recognizing
the
consequences
of
you
know:
decades
of
street
design,
choices
which
favored
the
automobile
and
that
the
city
has,
since
the
last
design
guide,
which
was
published
in
2008,
adopted
a
climate
action
plan
in
2013,
Complete
Streets
policy
in
2016
a
vision,
zero
commitment
in
2017.
C
The
transportation
action
plan
has
a
number
of
committees
that
are
helping
advance.
The
planning
work,
a
policy
Advisory
Committee
to
help
provide
policy,
guidance
and
direction
of
the
effort,
a
steering
committee
with
which
is
comprised
of
Public
Works
division
directors,
as
well
as
CE
ped,
the
director
of
long-range
planning
as
well
to
help
guide
the
overall
plan
update
and
give
major
direction
and
decisions
along
the
way.
We
have
an
interagency
technical
advisory
committee
where
we
are
working
with
our
partners
at
different.
C
So
in
2017
we
came
to
this
committee
and
we
presented
an
assessment
of
access
Minneapolis
and
that
really
started
us
off
on
our
our
initial
work.
With
this
plan,
which
was
gathering
where
we've
been,
where
we're
gathering
the
data
looking
at
current
trends
and
we've
spent
2018
understanding
that
context
and
really
diving
and
deep
to
where
we're
at
in
terms
of
data
and
and
to
how
people
are
moving
around,
we've
done
some.
C
Some
kind
of
light
touch
engagement
again
at
our
open
streets,
understanding
people's
travel
preferences,
and
we
really
now
are
entering
into
a
new
phase
of
a
more
public
conversation
where
we're
hoping
to
engage
a
lot
more.
People
in
this
conversation
get
input
on
what
their
priorities
are,
which
will
lead
us
to
a
draft
plan
later
this
year
and
again
help
aiming
for
a
final
plan
in
2020.
C
C
You
know
in
ten
years
will
we
have
achieved
success
if
we've
done
what
different
types
of
things
with
this
plan
we're
planning
a
series
of
community
dialogues
with
different
cultural
communities,
working
with
our
neighborhood
and
community
relations
staff
throughout
the
month
of
March,
some
organizational
workshops
in
late
February
or
early
March
throughout
the
city,
different
community
workshops
or
open
houses
in
April?
And
importantly,
we
have
this
call
for
engagement
services
that
will
be
live
later
today,
where
we're
asking
people,
organizations,
artists,
neighborhood,
different
organizations.
C
What
can
you
do
to
help
us
expand
our
reach
and
reach
further
into
the
community
to
be
able
to
bring
people
together,
hear
people's
input
and
get
their
feedback?
So
that'll
be
open
for
three
weeks,
they're
a
series
of
small
grants
that
we're
looking
to
partner
with
different
people
throughout
the
city
to
expand
our
reach
of
engagement.
Once
we
have
the
draft
plan,
we
will
anticipate
doing
another
round
of
engagement
later
this
fall.
C
So
here's
the
really
the
highlight
milestones
of
the
coming
year
ahead
and
we're
looking
forward
to
having
people
stay
updated
through
our
website,
which
is
now
live.
Gold
minneapolis
go
dot,
minneapolis,
MN
gov,
following
the
conversation
on
social
media
with
the
goal
minneapolis
go
MPLS
and
I'm
happy
to
take
any
questions
or
comments.
Thank.
F
Thank
you
very
much.
This
is
a
very
exciting
that
this
we're
starting
to
dig
into
this
work,
thanks
for
helping
to
fill
a
void
that
we
all
experienced
after
December
7th
and
we
can
get
engaged
in
some
stuff
this
year
and
make
it
just
as
exciting,
hopefully
I'm
a
little
bit
curious
about
the
policy
committee
and
who's
on
that
I'm
thinking.
That
might
be
the
place
where
there
might
be
some
City
policymakers
at
the
table.
How
often
they
meet-
and
it
was
on
that-
certainly.
C
Thank
you
for
the
question.
Cosmo
Gordon
mr.
chair,
our
policy,
Advisory
Committee
has
our
council
president
bender
on
the
committee
tpw
chair,
reich
council,
member
of
our
sami,
our
city
coordinator,
a
representative
for
the
mayor's
office,
Abdi
Salah
and
David
Frank
from
the
Community
Planning
economic
development
department,
director
Hutchison,
and
they
are
meeting
quarterly.
F
I
appreciate
that
kind
of
information.
One
of
the
thoughts
about
this
whole
process
is
when
will
the
touchpoints
be,
and
would
there
be
a
reason
for
having
the
council
and
the
mayor
approve
things
in
stages
along
the
way?
Sometimes,
that
makes
sense.
I
noticed
that
there
are
any
goals
that
are
identified
in
the
plan
and
I'm
not
sure
exactly
where
they
came
from.
They
all
looked
good
to
me,
but
I
know
that
sometimes
that
will
help
make
sure
things
get
included
along
the
way
and
there's
buying
along
the
way.
C
You
councillor
Gordon
mr.
chair,
that
is
a
great
comment
and
to
two
points
there
that
one
I
should
have
mentioned
when
I
had
that
goal
slide
up,
that
those
goals
really
are
based
on
and
aligned
with,
and
you
could
think
of
almost
a
matrix
with
some
of
the
comp
plan
goals,
so
the
comprehensive
Minneapolis
2040
goals.
So
we
see
those
as
coming
from
the
Minneapolis
Comprehensive
Plan
and
we're
not
looking
to
reestablish
vision
or
the
goals
of
the
city.
C
So
that
is
I
just
wanted
to
make
that
point
your
point:
should
we
be
bringing
things
forward,
for
example,
to
adopt
the
goals?
That
is
something
that
our
policy
advisory
committee
also
recommended
this
past
week,
and
so
we
are
looking
into
to
work
and
see
what
makes
sense
from
that
perspective.
They
brought
it
up
as
an
idea
as
well.
So
I
anticipate
that
we
will
be
coming
back
to
this
committee
with
the
process
to
do
just
what
you've
recommended
that.
F
Must
be
an
example
of
great
minds
think
because
it
sounds
like
that
is
an
outstanding
policy
committee
and
I
appreciate
my
colleagues
I'm
serving
on
that
there's
a
couple
of
one
other
thing.
In
fact,
when
you
talks
about
the
process
with
the
comp
plan,
I
think
a
lot
of
times
those
discussions
in
conversations
we
said:
oh,
that
could
go
over
there
that
can
go
over
there,
let's
not
deal
with
it
now
and
so
I'm
sure.
There's
a
lot
of
things
that
we're
gonna
want
to
pick
up
and
see.
F
C
You
councilmember
Gordon
mr.
chair.
Yes,
we
are
really
looking
with
this
plan
to
broaden
out
how
we
think
about
transit,
and
that
is
not
to
say,
streetcar
won't
be
a
part
of
the
plan.
It's
to
say
that
we
need
transit
that
works
in
the
city
we
need.
You
know
urban
transit
and
there's
a
there's,
a
whole
suite
of
options
that
work,
and
so,
whereas,
in
the
past,
with
access,
it
was
specific
about
streetcar.
C
What
we're
looking
to
I
do
with
this
plan
is
identify
where
we
as
a
city
think
that
there
needs
to
be
same
or
service
or
more
reliable
service
or
what-have-you,
and
then
figure
out
what
is
the
best
mode
to
do
that?
What
is
the
best
piece
of
you
know
thing
that
moves
around
to
bring
people
we've
seen
you
know.
Different
cities
around
the
nation
and
around
the
world
are
experimenting
with
different
things,
so
we
certainly
will
be
looking.
C
F
That
and
I
really
like
the
idea
that
we're
willing
to
expand
into
transit
a
little
more.
We
may
have
our
own
ideas
about
where
stops
go,
where
be
IT
lines
should
go
and
those
kinds
of
things
and
so
and
I
think
this
would
be
a
great
way
to
help
leverage.
Some
of
that
just
the
other,
less
specific
thing
that
I'm
worried
that
we
could
miss
here,
I
get
more
and
more
pressure
from
some
of
my
constituents
about
getting
car
free
streets.
F
We
happen
to
have
an
award
to
a
Milwaukee
Avenue
that
we
built
without
cars
on
it,
and
some
people
wish
they
could
every
have
a
bike
Boulevard
without
cars
on
them,
and
we
don't
really
have
a
process.
We
haven't
figured
out
how
to
actually
identify
those
or
what
it
would
make
sense
when
it
wouldn't
have.
We
make
the
decisions
and
all
of
those
things
and
I
thought
Complete
Streets
might
help
us
get
there
and
maybe
helped
us
move
slightly
closer,
so
I
just
wanted
to
at
least
flag
that
as
something
to
think
about
I
know.
F
E
You
mr.
chair
and
I
suspect
you'll
probably
already
be
doing
this,
but
I
look
at
my
neighborhood
associations
and
each
has
a
Transportation,
Committee
and
oftentimes.
The
most
engaged
folks
in
the
community
who
have
been
pushing
for
improvements
in
transit
are
participating
Pelisson.
So
if
it's
not
already
part
of
the
plan
and
I
suspect
it
is,
but
just
explicitly
reaching
out
to
the
neighborhood
associations
and
encouraging
their
transportation
committees
to
provide
input
and
feedback,
I
think
would
be
helpful.
Thank
you
for
the
presentation.
I
think
it
was
very
much
thank.
C
G
G
You
know
during
those
events
and
doing
really
engaging
activities,
and
you
know
my
kids
were
really
excited
to
put
the
little
pom-poms
in
there
and
the
bins
for
which
mode
they
wanted
to
use
and
I
think
that's
helped
open
up
this
plan
to
be
more
accessible
and
for
folks
in
the
community
to
get
excited
about
imagining
what
our
streets
can
look
like.
So
I
think
this
is
a
continuation
of
a
lot
of
that's
happened
over
the
past
many
years.
G
A
Other
questions
or
comments
sinon,
thank
you
for
all
the
work.
My
echo
the
comments
of
my
colleagues
and
definitely
look
forward
to
the
different
ways
that
we
present
this
as
we
move
along
I
think
three
great
anticipation
of
what
what's
stated
in
those
meetings
per
Councilman
record
suggestions.
So
with
that
I
will
move
to
receive
and
file
all
in
favor,
say
aye
scenting
name
that
carries
and
we
are
now
adjourned.
Thank
you.
Thank.