►
Description
Additional information at
https://lims.minneapolismn.gov
B
B
There's
a
notice,
we're
recording
hello
everyone.
This
is
a
pac
pnp
meeting
for
july,
and
this
meeting
may
involve
the
remote
participation
by
members,
either
by
telephone
or
other
electronic
means
due
to
the
local
public
emergency
novel
coronavirus
pandemic.
Pursuant
to
the
provisions
of
minnesota
statutes,
sections.
C
B
Hello,
one
and
all
this
is
like
this:
our
july
programs
policy
subcommittee
meeting
for
pac
and
we
have
a
we
have
an
agenda
and
we
have
looks
like
we
have
our
presenters
ready
for
civilization
are
here
so
I'll
introduce
them.
We
have
we're
welcoming
alan
klugman
ryan
anderson
have
been
brass,
presser
from
city
minneapolis,
public
works
and
they're
from
where
the
topic
today
is
is
signalization
and
we
have
time
to
get
into
all
sorts
of
wider
signalization
issues.
B
But
but
one
issue
prompting
this
return
visit,
is
to
check
in
on
the
citywide
conversion
of
walk,
don't
walk
signals
of
most
of
minneapolis
intersections
to
automated
pedestrian
recall
out
of
automated
pedestrian.
Recall
means
people
using
the
sidewalk
and
need
not
press
a
big
button
to
get
a
walk
signal
accompanying
the
green
light
cycle,
and
it
was
instituted
last
year
some
of
some
of
our
help
so
and
also
as
a
coveted
response
for
keeping
from
not
necessarily
touching
fewer
services
anyway.
B
So
that
is
kind
of
the
long
and
the
short
of
it,
and
we
I
welcome.
We
welcome
all
three
of
you:
who's
who's
kicking
it
off
to
take
it
away.
Hey.
D
Good
afternoon
this
is
alan
klugman
ben
brass
is
here.
I
believe
we
gave
ryan
anderson
the
day
off.
Actually,
I
think
it's
better
than
myself,
I'm
not
sure
if
ryan's
on,
if
he's
on,
he
can
correct
me,
but
ben's
gonna
share
the
powerpoint
and
then
he
then
will
do
primarily
the
beginning
of
the
discussion,
and
then
you
know
we
intend
to
have
an
open
discussion
with
you
and
ben
and
I
will
kind
of
take
team,
our
responses.
So
with
that
I
will
let
ben
take
it
away
and
thanks
again,
all
right.
E
Sure
sounds
good
good
afternoon.
Everyone
you
would
like
me
to
share
the
screen
on
my
end.
Is
that
correct.
C
E
Yes,
thank
you
all
right,
so
yeah,
thanks
again
for
the
introduction
and
happy
to
be
here
this
afternoon
to
respond
to
some
some
questions
and
requests
and
get
into
the
discussion
of
pedestrian.
Recall
automated
automatic
pedestrian
recall
a
lot
of
different
ways
to
discuss
it
and
talk
about
it.
Peter
your
your
intro
on
on
your
end,
did
a
really
good
job
kind
of
getting
at
what
what
I
was
going
to
hope
to
get
into
a
little
bit
at
the
beginning.
E
Here
was
just
sort
of
framing
up
a
little
bit
of
the
history
and
sort
of
how
we
got
here.
So
thank
you
for
that.
I
will
also
bring
to
the
front
just
sort
of
as
we're
getting
into
the
discussion
from
the
policy
side
of
things
just
sort
of
reminding
the
group
and,
of
course
the
group
is
very
aware
of
the
transportation
action
plan
and
but
just
reminding
specifically
and
and
remembering
this
is
sort
of
on
the
top
of
our
minds
as
well.
E
The
policy
that's
sort
of
directing
our
actions
sort
of
to
this
point
and
moving
ahead,
the
transportation
action
plan
directs
us
to
modify
traffic
signal
operations
to
give
pedestrians
a
walk
signal
at
signalized
intersections
without
having
to
press
a
button,
except
we're
doing
so
would
provide
greater
benefit
to
pedestrians,
bicyclists,
transit
and
neighborhoods.
E
It
also
directs
us
to
explore
permanent
sign
modifications
to
indicate
whether
the
button
needs
to
be
pressed
to
get
a
walk
phase
longer
than
to
get
a
walk
phase
or
a
longer
walk
phase,
and
also
noting
that
the
ada
requires
these
push
buttons
to
be
installed,
specifically
at
new
intersections
new
or
newly
reconstructed
signalized
intersections
to
provide
audio
and
vibro
tactile
information
to
pedestrians
when
those
buttons
are
activated
getting
into
just
a
little
bit
of
the
history
again,
as
was
mentioned
kind
of
up
at
the
beginning.
E
E
Again,
I
wasn't
personally
involved
with
discussions
specifically
with
this
group,
but
I
understand
that
it
was
a
very
positive
effort,
a
very
well-led
and
encouraged
effort
by
this
group,
and
then
you
know
we
received
received
some
very
good
feedback
and
some
very
positive
feedback
as
well
in
terms
of
the
results
of
that
effort,
recognizing
that
it
was
a
large
effort
on
you
know
to
implement
this
process,
but
then,
especially
as
it
relates
to
at
the
beginning
of
the
chronovirus
pandemic,
with
the
discussion
of
touching
surfaces
and
trying
to
minimize
minimize
contacts
all
in
the
name
of
health
and
safety,
this
was
a
very.
E
A
very
strong
effort,
the
information
that
was
presented
at
the
time
was
a
temporary
sign
accompanying
look
locations
that
signalize
intersections
with
push
buttons
saying
that
pushing
a
button
is
not
required.
E
E
We
have
you
know
we
are
out
of
the
approximately
820
signals
in
the
city
of
minneapolis
before
the
onset
of
the
chronovirus
pandemic,
and
that
effort
to
convert
some
of
those
at
that
time
about
500
of
our
820
signals
were
activated
by
push
buttons
to
receive
a
walk
phase
with
the
remaining
320
not
needing
to
push
a
button,
some
sort
of
pre-timed
operation
or
automatically
receiving
the
walk
face
at
and
then
it's
sort
of
as
part
of
the
covered
response
all
but
about
50
of
our
intersections
were
put
on
automated
recall,
so
pushing
a
button
was
not
not
required
to
receive
a
walk
signal
and
then
updating
that
information
with
operations.
E
As
of
today,
out
of
our
820s
signals,
we
are
now
at
the
point
where
about
75
of
our
signals
have
the
requirement
of
pushing
a
button
to
receive
the
at
the
walk
signal,
with
still
the
remaining
745
on
that
automatic
or
automated
recall?.
E
This
you
know
we
we
can
get
into
the
details
a
little
bit
here
coming
up,
I'm
sure
there's
going
to
be
some
questions
and
everything
we're
happy
to
get
into
it
again.
This
was
done
through
through
the
time
periods
of
starting
as
early
as
late
last
year,
I'll
say,
fall
of
last
year
and
then
up
through
the
present,
where,
throughout
the
process
of
monitoring
operations,
the
operational
benefit
of
automated
recall
was
basically
not
being
realized
at
some
of
these
intersections.
E
You
know
that
were
getting
use
of
the
operational
benefit
of
the
automated
walk
phase,
but
also
again
focusing
on
locations
with
low
pedestrian
volume
as
well.
We
can
get
into
that
in
a
little
bit,
but
as
far
as
an
update
of
where
our
operations
are,
that's
that's
the
long
and
short
of
it.
We
understand
that
or
we're
hoping
to
kind
of
have
a
lot
of
opportunity
here
to
discuss
with
the
group.
E
D
Maybe
he'd
been
I'll
just
talk
for
one
half
a
minute
you
go
back
to,
I
think,
was
your
first
site
after
the
cover
sheet,
where
we
have
the
text
from
the
tap
yeah.
So
just
quick
observation
then
maybe
we'll
get
into
the
questions
and
the
discussion.
So
I
think-
and
I
think
you
all
know
this,
but
you
know
if
we
kind
of
highlight
some
of
the
words
there.
Let
me
get
here
except
we're
doing
so
would
provide
greater
benefit
to
pedestrians,
bicyclist
transit
in
neighborhoods.
D
Probably
not
every
signal
in
the
city
would
go
to
fed
recall,
but
there
would
be
some
mechanism
to
decide
what
that
number
is,
and
I
mean
it's
kind
of
goes
without
saying,
as
ben
said,
with
the
onset
of
covet
and
the
the
desire
from
a
health
point
of
view,
to
put
signals
to
ped
recall
we
sort
of
leap
frog
over
that
analysis
step.
We
kind
of
went
right
to
almost
warp
speed,
put
everything
in
almost
everything
on
ped
recall.
D
So
I
just
wanted
to
maybe
articulate
that
once
again
or
highlight
that
fact
that
we
know
this
is
the
germain
policy.
We
know
we
mean
to
act
upon
it.
We
do
feel
there's
an
analysis
step
that
wants
to
occur
and
we
somewhat
jumped
over
that
last
spring.
So
even
when
ben
talks
about
a
few
of
them,
where
we
kind
of
dialed
back,
that's
in
keeping
with
this
idea
of
you
know
thoughtfully
looking
at
each
intersection
making
a
determination.
D
So
I
just
wanted
to
kind
of
frame
it
that
way
that
I
think
we're
now
embarking
on
the
idea
of
looking
at
what
it
means
to
implement
this
policy.
We
understand
many.
Many
many
signals
are
already
a
ped
recall,
but
they
kind
of
got
through
a
different
reason.
So
just
wanted
to
you
know
note
that,
as
we
begin
the
discussion
here
and
with
that,
I
will
be
quiet,
because
I
think
there's
probably
some
questions
or
comments
and
maybe
we'll
go
from
there.
B
All
right,
alan
ben,
thank
you,
I'm
sure
we
I'm
sure,
there's
a
lot
of
discussion,
questions
to
be
had
and
and
hewing
to
the
raising
our
hand
within
teams
the
best
we
can.
Let's
start,
let's
start
that,
let's
start
that
evolution
and
I
see
reina
quick
on
the
draw
hello
rayna.
F
Hi
everybody
quick
question
on
the
permanent
sign
modifications.
I
I
think
that
would
be
a
good
idea
to
get
permanent
signs,
because
I
think
some
of
the
laminated
ones
that
were
tacked
up
have
come
off.
What
are
what's
kind
of
the
progress
on
that.
E
Me
yeah
sure,
sort
of
as
ellen
was
getting
at.
You
know,
kind
of
like
the
some
level
of
valuation.
Some
level
of
you
know
taking
a
look
and
and
sort
of
putting
this
more
formally
into
action.
I
think
that's
going
to
be
that's
going
to
be
included
in
in
that
is.
How
does
that
get
communicated?
How
does
the
difference
between
this?
You
know
this
intersection?
Pushing
a
button
is
required.
This
intersection
pushing
a
button
is
not
required.
How
does
that
communicate?
E
I
would
hope,
and
expect
would
be
kind
of
part
of
that
again,
we're
still,
as
alan
start
describing
a
little
bit,
you
know,
sort
of
not
to
say
post
pandemic,
but
post
implementation
and
post.
E
You
know
some
of
the
early
impacts
and
early
effects
of
that
effort
of
you
know
putting
this
larger
number
in
and
so
now
kind
of,
as
he
said,
dialing
back
and
taking
a
look
again
sort
of
you
know
still
still
expecting
to
kind
of
take
that
opportunity
to
take
the
take
the
big
picture
look,
but
I
would
hope,
that's
part
of
the
way
of
looking
at
a
big
picture.
D
Yeah,
and
maybe
one
or
two
details
are
added
and
ben-
can
help
me
out
with
this.
This
is
going
to
sound
funny,
I'm
about
to
say
the
current
version
of
the
traffic
manual
that
we
must
abide
by
the
uniform
manual
on
traffic
control.
Devices
doesn't
really
have
a
sign
that
speaks
to
the
you
know
no
need
to
push
a
button
here.
You
can
push
a
button
there.
So
there's
a
little
bit
of
an
intricacy
about
working
with
that
we
can
get
around
that.
D
I
just
want
to
let
you
know,
there's
something
we
need
to
work
with
within
that
and
then
the
second
thing
I
just
want
to
be
really
honest
with
you.
You
know
clearly
we're
going
to
I'm
talking
very
generally
here.
Clearly
we're
going
to
leave
a
substantial
number
of
signals
on
ped
recall.
You
know
once
we
do
our
analysis,
there's
going
to
be
many
many
impaired,
recall
and
the
notion
of
putting
out
signs
that's
going
to
take
a
while-
and
I
don't
want
to.
D
I
don't
want
to
suggest
to
anyone
that
that's
going
to
be
real,
quick
effort,
making
the
science
procuring
the
science
installing
the
signs.
You
know
once
we
thoughtfully
consider
what
our
system's
going
to
be,
so
we
did
it
rather
quickly
with
the
zip
ties
and
laminated
signs.
I
think
when
we
do
real
science,
that
gets
to
be
a
larger
effort
and
just
one
more
detail
say
even
issues
on
which
signals
have
push
buttons,
but
not
the
ada
push
buttons.
They
might
be
treated
different
than
the
ones
with
88
push
buttons.
G
Yes,
thank
you.
I
just
in
my
opinion.
I
think
that
uniformity
of
operation
is
a
value
unto
itself,
particularly
in
light
of
really
clear
signage.
I
think
the
default
will
be
for
pedestrians
to
push
the
sign
anyway,
if
they're,
if
they're,
not
sure
in
a
quick
fashion,
if
this
is
10,
15
20
25
of
whatever
signals
are
not
automatic.
G
B
What
rationales,
I
guess,
hypothetically
would
are
used,
would
be
used
to
justify
removing
automated
recall.
Like
my,
I
would
give
a
specific
example:
this
one
one
of
the
one
of
the
unlucky
25
to
have
returned,
connects
two
parks
diamond
lake
and
and
pearl
park
at
54th,
and
I'm
sorry
diamond
lake
road
and
portland
and
portland.
So
what
are
you
know?
I
guess
what
are
your?
I
guess,
what
are
your
realities
or
what
are
you
facing
there
to?
E
Yeah,
so
getting
you
know
getting
at
it
a
little
bit
in
what
I
was
mentioning
before,
but
it
was
you
know
through
through
a
lot
of
observation
from
you
know,
from
our
our
group:
who's
moderating
traffic
operations,
who
are
monitoring
the
way
that
these
these
signalized
intersections
are
functioning
again.
It
was,
it
was
locations
where
we
were
finding
that
the
demand
for
that
walk
phase
was
again.
There's
there's
not
a
there's,
not
a
specific
threshold.
You
know,
there's
not
the
the
volume
of
data.
E
That's
necessarily
needed,
for
you
know
to
set
a
can't,
give
you
a
specific
number,
but
basically
where
the
the
proportion
of
cycles
where
that
that
walk
phase
was
being
served
is
you
know,
was,
was
low
and
then
also
that
the
you
know
that
that
benefit
of
having
that
walk
phase
was
was
not
seen
elsewhere.
E
So
again
it
was.
It
was.
E
From
you
know,
from
up
from
observing
the
operational
demand
and
we're
seeing
that
that
the
the.
D
Well
and
then
jump
in
on
this
specific
one
and
peter
help
me
out,
there's
820
signals
in
the
city.
I
think
I
know
most
of
them.
Not
all
of
them.
Is
this
one
where
we
have
what
we
call
a
pet
scramble.
It's
a
t
intersection,
I'm
looking
at
my
other
map
under
the
screen.
D
But
I
think
this
is
once
I'm
going
to
generalize
and
then
come
back
to
your
intersection
yeah.
So
as
ben
was
saying,
you
know
and
again
this
was
kind
of
early
days,
or
it
is
early
days
we're
kind
of
looking
at
how
we
want
to
analyze
these,
the
two
or
three
sort
of
classic
general
reasons
of
why
we
would
look
to
take
a
signal
off
ped
recall
one,
I
will
say
would
be
a
multi-modal
analysis
where
we're
trying
to
fit
everything
in
we're
trying
to
make
the
system
safe
and
comfortable
for
all
users.
D
Almost
that
always
guides
everything
we
do.
We
always
want
to
start
with
that
and
as
we're
trying
to
make
things
safe
and
comfortable
in
efficient
film
modes,
some
of
the
intersections,
where
we're
looking
to
take
head
recall
off,
have
to
do
with
transit
priority.
So
we
have
some
major
transit
corridors.
Some
of
the
bus,
rapid
transit
lines
won't
get
into
all
the
details
unless
you
folks
want
me
to,
but
we
have
some
operational
flexibility
where,
when
the
transit
vehicle
comes
and
if
it's
running
late,
we
want
to
assign
it
some
extra
time.
D
So
it
makes
a
light
or
doesn't
miss
a
light,
or
what
have
you
when
we're
on
ped
recall?
We
lose
that
flexibility
during
the
early
days
of
the
pandemic,
when
there
was
fewer
buses
running
and
fewer
people
on
them
and
just
less
traffic.
We
thought
the
benefit
of
transit
priority
kind
of
wasn't
there.
We
took
that
away
by
going
to
ped
recall
so
one
of
the
I'll
say
family
of
intersections,
we'll
be
looking
at
to
maybe
rethink
has
to
do
with
balancing
transit.
So
that's
one
example.
D
Another
example
is,
I
think,
your
intersection
specifically
where
we
have
a
limited
number
in
town
where
we
have
what
we
call
a
pet
scramble.
I
think
everyone's
familiar
with
that
term,
but
basically
it's
where
no
cars
go
for
a
certain
period
of
time
and
only
pedestrians
go
in
every
direction.
So
sometimes
you
hear
the
word
pet
scramble.
You
also
hear
the
word
barnes
dance,
the
first
traffic
engineer
like
in
the
30s
who
did
this
fella's
last
name
was
barnes,
so
it's
sometimes
called
the
barnes
dance.
D
We
used
to
have
a
pet
scramble
at
54th
and
portland
diamond
lake
with
ped
recall.
We
can't
do
that,
so
we
kind
of
made
the
decision
that
a
more
safe,
more
convenient,
more
user-friendly
moat
for
the
pets
here
was
to.
If
you
push
a
button,
you'll
get
a
very
quick
service
with
a
pet
scramble.
So
I'll
say
that
was
a
conscious
decision
that
our
interpretation
was
that's
a
better
pet
treatment
than
ped
recall,
so
a
little
bit
of
a
possible.
D
What
should
I
say,
non-intuitive
thing
that
I
think
there's
intersections
in
town
where
pushing
a
button
gives
you
better
service,
and
so
it
gets
to
a
philosophical
thing
of
what's
good
head
service.
What's
good
treatment,
and
if
I
push
a
button,
do
I
get
better
treatment
than
waiting
for
pet
recall?
So
that's
I
think
in
general
there's
some
of
the
intersections
we
want
to
look
at
to
say
I
can
give
you
quicker
service
with
with
pushing
a
button.
Then
the
way
I
can
set
it
up
with
head
recall.
D
I
can't
get
into
the
details.
Just
super
brief.
Like
minimum
time.
Every
time
a
face
comes
up,
it
has
a
certain
amount
of
time.
Is
it
a
coordinated
phase
or
not?
So
you
know
you
cook
all
that
stuff
together
and
sometimes
you
say
I
think
it's
better
for
the
pets
to
push
a
button.
Third
one
and
then
I'll
be
quiet.
The
third
one
is
some
of
these.
I'm
just
going
to
call
them
oddball
places
like
freeway
off
ramps,
and
it's
not
the
direction.
D
That's
going
with
the
street,
that's
going
across
the
ramp,
but
it's
like
the
direction
of
the
ramp,
where
we're
just
not
seeing
any
pads
and
by
by
making
that
an
actuated
face
from
either
a
car,
with
a
very,
very,
very,
very
few
pets
who
get
there
by
making
that
actuated
we're
able
to
leave
the
main
line,
I'll
call
it
on
which
we
see
is
more
pet
friendly
because
as
you're
walking
across
along
the
line,
you
know
mainline.
D
B
A
Hi,
I
wanted
to
say
firstly
thank
you
so
much
for
for
that
rapid
work.
It
was
really
impressive,
especially
seeing
how
not
every
agency,
even
in
public
health,
was
able
to
be
that
flexible
and
to
really
look
to
see
what
what
could
be
done
to
help
mitigate
this
emergency.
So
a
lot
of
respect
to
you
allen
and
your
everyone
working
with
you
for
for
that
responsiveness.
A
I
have
a
couple
of
questions
just
as
somebody
who
has
spent
too
much
time
sitting
at
intersections
and
watching
how
they
cycle
it's
fairly,
clear
that
how
people
use
actuated
buttons
and
what
the
city
expects
might
be
two
different
things.
I
don't
believe
we
have
data
to
know
if
people
push
buttons
but
go
when
it's
clear.
If
there's
intersections,
where
I've
seen
you
know
eight
ten
pedestrians
at
all
four
corners,
it's
an
actuated
button
and
no
one
pushes
it
so.
A
A
Talking
about
usage
and
talking
about
prioritizing
pedestrians,
it
doesn't
seem
like
we
know
a
ton
about
how
people
use
these,
but
we
do
know
that
in
winter
people
who
are
using
wheelchairs
or
in
other
seasons,
people
who
have
mobility
issues
are
the
ones
who
can't
cross
the
street
without
the
aid
of
these
signs,
they're
the
people
who
can't
make
it
across
quickly
enough
or
are
just
going
to
be
a
lot
more
vulnerable.
So
you
you
talked
about
how
the
system
I'm
sorry.
A
This
is
sort
of
convoluted
I'm
trying
to
get
all
my
thoughts
in
one
line.
You
talked
about
how
this
system
is
predicated
on
we're
going
to
do
a
a
thorough
shift,
we're
going
to
look
at
the
data,
but
we
know
that
in
the
winter
the
system
isn't
working
at
the
bare
minimum.
That
actuated
buttons
are
an
accessibility
failure,
because
property
owners,
even
those
clearing
sidewalks,
do
not
clear
buttons
for
people
to
push
them
and
they
get
blocked
again
by
windrows.
A
It
just
is
really
difficult,
so
I
guess
the
other
time
we
know
people
can't
use
them
is
when
people
are
biking
in
the
street.
They
don't
trigger
the
actuation
on
the
the
kinds
of
intersections
you're
describing
bikes,
aren't
heavy
or
don't
have
the
right
metal
composition
to
be
able
to
trigger
that
crossing.
A
So
the
side
effect
of
having
automatic
recall
for
bicyclists
seems
to
be
that
we
have
created
a
system
where
people
can
bike
across
the
street
safely,
that
they
don't
have
to
kind
of
figure
out
that
it's
never
going
to
change,
get
off
their
bike
walk
over
to
a
button
hope
the
button
is
accessible
and
push
it
and
it
like,
given
those
two
cases
that
are
have
existed,
pre-pandemic
and
will
continue
to
exist
through
this.
D
Sorry
I
had
to
move
there,
julia,
let
me
start
and
then
ben,
please
jump
in
a
couple
points
there,
bikes
on
the
street
and
accessibility
and
winter
mobility.
Let
me
take
them
backwards
in
terms
of
bikes
in
the
streets.
You
know
I'll
just
say:
julia
lots
happening
there
as
we
rebuild
the
intersections
we're
going
to
a
video
detection
system.
You
know:
we've
rebuilt
hundreds
of
intersections
in
the
city
the
last
10
years.
D
So
one
of
the
reasons
we
went
to
videos
because
of
its
ability
to
pick
up
bicyclists
so
more
and
more
and
more
we're
getting
to
intersections.
Where
I'd
say,
we
really
do
have
good
bike
detection,
including
on
the
side
streets,
so
we're
kind
of
entering
a
new
era
where
that's,
maybe
possibly
less,
of
an
issue
and
we'll
continue
to
improve.
D
On
that
another
thing
I
would
say
about
the
moving
back
to
the
the
winter
maintenance
that
that's
a
tough
one,
and
I
I
hear
what
you're
saying
I
totally
hear
what
you're
saying
and
I
think
it's
part
of
again.
I
want
to
go
back
to
the
fact
that
we
will
do
an
analysis.
D
We
will
factor
these
things
in
you
know.
We
understand
the
notion
that
there's
times
of
the
year,
people
have
trouble
getting
the
buttons
there's.
Other
individuals
who
may
be
year-round
have
trouble
getting
to
buttons
as
part
of
part
of
us
looking
long-term
here,
and
I
don't
want
to
over-promise,
but
part
of
us
looking
long
term
is
we're
looking
at
technologies
and
methods
where
people
can
be
detected
passively
and
ben
knows
more
about
the
technology
than
I
do.
I
think
we've
even
tested
a
few
or
tested
a
few
in
the
shop
so
to
speak.
D
So
they're
not
really
here
today,
but
they're
coming,
and
we
have
some
even
some
new
generations
of
buttons.
Where
ben
help
me
out
here,
you
either
don't
have
to
press
it
or
you
just
have
to
get
close.
E
You
know
it's
basically
a
sort
of
a
a
waving
actuation
where
it's
and
there's
a
there's,
a
distance
and
again
nothing's
or
we're
not
an
implementation,
but
yeah
that
hopefully
one
of
that's
one
of
the
main
things
that's
hope
hopes
to
cut
down
on
is
is
the
the
last
the
last
little
bit
the
last
little
distance.
There.
D
So
you
know
again:
it's
not
today,
julia,
I'm,
not
gonna,
not
gonna,
lie
and
tell
you
that,
but
it's
the
sorts
of
things
we're
looking
at
what
is
our
system
today?
What's
our
system
of
the
very
near
future,
and
and
we
just
want
to
be
cognizant
of
whatever
other
opportunities
we
have-
you
know
both
with
technology
with
some
of
the
detection.
D
So
you
know
I'm
not
trying
to
talk
around
your
question,
I'm
not
trying
to
avoid
it,
but
I
just
want
to.
I
want
to
be
honest
with
you
to
say:
we
are
looking
into
a
number
of
things
and
they
all
kind
of
work
into
that
theme
of
how
do
you
safely
detect
a
pedestrian
or
provide
service
for
them?
Is
it
only
through
a
strict
head
recall
or
are
there
some
other?
You
know
means
and
methods
that
provide
that
service.
A
I
totally
hear
that,
and
I
appreciate
you
bringing
that
up,
because
that's
I've
been
pushing
for
us
to
tour
traffic,
the
traffic
building
when
we
get
a
chance
when
it
might
be
open
again
and
just
to
be
able
to
see
that
in
action
it
when
I
got
to
and
it
was
fascinating
and
but
I
am
curious,
will
there
be
a
default
since
there
is
no
other
method
of
recall
for
bicyclists
at
some
intersections
till
they
get
upgraded
and
for
people
using
wheelchairs
where,
where
those
corners
are
not
being
cleared,
will
there
be
some
way
of
making
it
so
that
basic
accessibility
for
people
using
wheelchairs
and
mobility
devices
and
people
biking
is
the
baseline?
D
A
Yeah
the
priority
is
people
with
disabilities
and
people
using
all
modes
versus
movie
vehicle
traffic,
regardless
of
you
know,
there's
low
volume
sites.
C
My
my
question
is
with
all
the
considerations
that
you
guys
are
taking
in
and
the
possible
changes
to
how
we
communicate
whether
people
need
to
push
button
or
not.
My
concern
is
for
people
that
I
mean
we
can
put
up
signs,
but
for
people
that
have
vision,
issues
and
can't
read
signs.
What
will
you
be
doing
in
the
interim
to
make
sure
that
people
with
vision,
problems
coming
to
us
expecting
a
certain
kind
of
signal,
and
then
it's
changed?
How
will
you
be
communicating?
D
Yeah
and
maybe
I'm
not
fully
understanding-
are
you
talking
about
as
if
we
change
any
of
the
current
signals?
Are
you
talking
just
long
term
if
we
change.
C
As
you're
changing
things
and
things
are
changing
and
you're
evolving
with
this
whole
process,
which
could
build
more
time
according
to
what
you
said
right,
what
would
be
done
to
ensure
that
people
who
are
used
to
a
certain
kind
of
signal
and
don't
have
vision,
acuity,
can
figure
out.
What's
going
on
at
that
signal,
if
things
have
changed.
D
C
Well,
if
any
of
the
ones
like,
if
you're
changing
the
the
ones
that
don't
have
the
aps
and
you're
changing
what
they
are,
how
are
you
going
to
communicate
that
to
members
of
the
community
that
have
vision,
issues
got.
D
It
got
it
yeah,
okay,
good
point,
good
point:
you
know,
I
think
our
standard
process
is
for
the
ones
that
don't
have
the
aps.
You
know
we
have
the
sign
that,
and
hopefully
it's
readable
by
most
people-
the
sign
that
you
know
talks.
You
know
if
it's,
if
the
pushing
the
button
is
required,
the
sign
the
plaque
will
be
there
and
for
the
ones
our
plan
is
for
the
ones
where
you
don't
have
to
push
the
button
to
house.
They
have
an
equally
robust
sign.
D
That
indicates
that
I
mean
I
I
guess
where
I'm
in
a
little
bit
of
a
a
quandary
on
myself:
here's
for
a
person
who's
not
relying
on
the
aps
button
but
has
vision,
difficulties.
I'd
have
to
think
about
that.
I
don't
you
know
other
than
the
signs
we
have
out
there.
There's
certain
sides
that
fit
in
the
poll.
I'm
not
sure
that
we've
explored
other
techniques.
You
know.
Obviously
the
aps
is
our
tool
we
use
when
we
don't
have
that
we
pretty
much
rely
on
the
signs.
D
C
B
All
right
looks
like
we're
wrapping
up
here,
I've
when
I
I
walk
at
the
borders
at
richfield
of
bloomington,
where
I
find
crossing
the
crosstown
or
crossing
494
on
busy
streets.
I
can
press
the
walk,
sign,
walk
signal,
walks,
walk
the
beg,
button,
mid,
mid,
green
and
get
the
walk
signal,
get
a
walk
indication
mid
green
now,
if
it
it
being
the
case
on
the
signs
that
we
have
on
our
on
our
that
say,
do
not
enter
the
intersection.
B
Do
it
under
the
crosswalk
other
than
on
a
walk
signal,
and
I
assume
that's
a
citationable
ordinance.
Otherwise,
would
that
be
something
you
know
to
be
able
to?
Is
that
an
implementable
idea
at
any
level
in
the
city
of
minneapolis?
So
to
give
us?
So
let
me
push
up.
Let
let
us
let
a
little
person
use
the
sidewalk
push
the
button
bid
green
and
get
there
and
get
the
walk
cycle
without
having
to
wait
for
the
end,
wait
for
the
next
red,
etc.
E
Going
to
ask
a
couple
comments,
I
was
going
to
say
getting
down
into
the
weeds,
but
that's
a
good
thing,
because
that's
where
I
live
so
the
you
know.
So
what
you
you
know
what
you
describe.
You
know
sort
of
pushing
me
pushing.
You
know
you
say
you're
walking
along
or
if
I
can,
if
I'm
understanding,
correctly
kind
of
what
I'm
describing,
is
you
push
walking
along
what
might
be
called
the
the
main
road
or
the
main
line?
E
You
know
if
you're
walking
in
that
direction,
you
push
in
the
middle
of
the
green,
you,
your
walk
comes
up,
whereas
that's
not
what
you
might
get
if
you
are
trying
to
to
cross.
What
is
you
know
the
road
with
with
busy
or
traffic
again
it
comes
down
to
some
some
details
in
terms
of
you
know
how
much
how
much
time
is
remaining
on
a
phase.
E
You
know
very
often,
a
pedestrian
phase,
you
know
when
the
walk
sign
is
up
is,
is
tied
to
a
a
vehicle,
green
phase,
and
so
how
much
time
is
is
left
on.
You
know
that
phase,
whether
you
consider
it
call
it
a
vehicle
phase
or
a
pedestrian
phase.
How
much
time
is
there
left?
That's
a
a
a
big
indicator
of
that
a
lot
of
times
again.
The
way
the
system
was
designed
away.
E
C
D
I
think
where
they
differ
a
bit
from
us
is
we
operate
in
a
grid
and
so
we're
looking
at
sort
of
two-way
traffic
flow
and
one
of
our
criteria,
if
you
will
one
of
our
desires,
is
to
keep
cycle
links
as
low
as
possible
so
that
we
see
that
as
being
more
pet
friendly.
So
we
want
to
serve
in
our
south.
We
want
to
serve
east
west.
D
So
if
you
push
that
button,
mid-green
they'll
kind
of
say,
oh
someone
needs
some
time.
Let
me
stay
here
rather
than
going
to
the
cross
street
and
our
paradigm
is
more,
like
you
know,
x,
seconds,
north
south
y
seconds,
east
west,
back
to
north
south
back
to
east
west,
and
we
don't
quite
have
we
have
seen
this
at
kind
of
my
basic
level
better
understands
it
better
than
I
do
and
gets
into
the
details.
But
at
that
basic
level,
I'm
kind
of
saying
we
don't
quite
have
as
much
slack
but
sort
of
extend
the
phase.
D
B
D
A
I've
got
a
couple
of
questions
that
I
want
to
go
through
kind
of
fast.
The
first
is:
there's
been
a
number
of
traffic
signal
errors
that
I've
seen
specifically
with
walk
signs,
and
it
seems
to
have
been
recently,
which
I
is
with
everything
that
you've
been
doing
with
this,
but
signs
that
have
been
as
high
as
100
signs
that
have
been
45
regularly
for
weeks,
counting
down
and
then
all
of
a
sudden
like.
A
Clearly
it
doesn't
take
that
long,
so
the
numbers
are
starting
now
to
really
high
numbers
or
odd
numbers.
Just
change
changing
in
the
middle
of
the
street.
I've
had
I've,
seen
signals
where
the
walk
signs
burned
out
and
or
the
entire
sign
is
that's
been
a
problem
on
one
ways:
we're
going
contra
flow,
where
you
have
no
other
system
to
tell
you
whether
you,
whether
or
not
you
have
the
left
and
I've
heard,
and
I'm
not
sure
where
to
tell
them
how
to
report
safety.
A
D
Yeah
julie,
you
said
you
had
a
couple.
Let
me
stop
and
answer
that
one
directly
you've
hit
a
hot
button
for
me,
not
that
I'm
mad
at
you,
it's
a
hot
button
for
our
industry
that
these
countdown
timers,
which
are
a
wonderful
tool
when
they
get
towards
the
end
of
their
life
or
sometimes
intermittently.
The
way
they
fault
is
by
doing
that
really
I'll,
just
say:
incorrect,
odd,
screwy,
timing,
you're
referring
to
where
you
know,
100
shows
up
or
99,
or
it
goes
from
40
to
zero
and
never
should
have
been
at
40..
D
That's
a
fault
in
those
and
we
replace
those
as
soon
as
we
find
out
about
them.
You
know
we
we
tend
to
say.
Please
call
3-1-1
report,
those
if
you've
done
that
and
don't
feel
you're
getting
good
response.
Just
call
me
email
me:
you
have
my
number.
We
found
the
number
of
those
a
few
years
back
when
some
of
these
countdown
timers
get
to
a
certain
age.
They
just
that's
how
they
fail,
or
they
sometimes
I'll
say
intermittently
fail
that
way.
The
best
call
I
ever
got
was
council
member
andrew
johnson.
D
He
called
me
from
the
corner
of
fourth
street
in
fourth
avenue
right
by
city
hall
and
said
you
know
he
expressed
he
described
exactly
what
you're
saying
and
said:
okay,
that's
not
the
way
it's
supposed
to
be
we'll
get
out
and
fix
that.
So,
if
it's
burned
out,
let
me
know
clearly
if
it's
doing
that,
screwball
timing,
let
me
know
that's
just
the
fault
in
the
equipment
and
we
replace
those
as
soon
as
we
find
out
about
them.
A
D
You
know
I
mean
I
I
you
know
look
at
company
policy
is
to
direct
you
three
on
one,
so
I
kind
of
have
to
say
that
julie,
I
know
yeah.
I
trust
you.
If
you
see
one
just
shoot
me
an
email
like
you
know,
I
mean
I
don't
know
what
to
tell
you.
We
want
to
get
those
fixed
and
we'll
figure
out
why
three
on
one
isn't
handling
these.
D
They
go
to
the
top
of
our
priority
list
when
they
get
to
our
shop.
I
want
to
be
very,
very
clear
in
telling
you
that
this
is
not
something
that
we,
you
know
shove
to
the
side
and
say
we'll
get
to
we
get
to
it.
When
we
find
out
about
those
we
replace
them,
because
you
can't
be
out
there
with
a
30
that
goes
to
zero
when
you're
middle
intersection.
We
that's
not
what
we
went
out
there.
So
let
me
know
and
we'll
always
address
those.
A
36
and
nicklet
is
one
the
I'm
also,
and
it's
not
all
four
corners.
I
think
it's
the
crossing
northbound
on
the
west
side
or
crossing
southbound
on
the
west
side
of
the
street,
if
I'm
remembering
correctly,
but
I
can
double
check
that
and
email
you
as
we
learn
more
about
traffic
signals,
it
seems
like
they're,
fundamentally
kind
of
aside
from
where
they're
with
trains.
They
are
really
car
based
infrastructure.
A
Rather
than
providing
assistance
for
pedestrians,
we
don't
need
them
in
a
walk
only
area
and
aside
from
safety
around
trains
which
can't
break
it
seems
like
it
would
be.
Do
we
have
plans?
I
guess
twofold
question.
One
is
what
kinds
of
plans
do
we
have
to
consider
when
we
remove
traffic
signals
and
the
second
part
of
that
is
at
what
point
will
we
put
in
the
auditory
pedestrian
signals
along
the
light
rail
downtown,
so
that
people
with
visual
impairments
can
can
be
crossing
safely
where
it?
D
Okay,
so
two
questions
there,
the
auditory,
downtown
and
then
removal
seasons.
Let
me
start
with
the
first
one
and
julia.
I
I
don't
know
how
much
time
we
have
today.
So
I'll
be
brief
on
this.
When
we
need
to
talk
more
about
this,
we
have.
H
On
that
note,
this
is
matthew.
Let's
have
this
be
the
last
sort
of
two-part
question
and
move
on
just
okay.
D
Cool
thanks
so
yeah,
so
maybe
we
won't
fully
answer
this
one
tonight,
but
I'll
just
say:
we've
been
more
along
the
lines
of
keeping
signals
in
because
we
see
them
as
a
pet
safety
element.
D
You
know
we
have
other
devices
like
flasher
systems
and
warning
systems
and
whatnot
I
mean
we've
had
a
few
projects
with
our
partner
agencies
like
hennepin
county,
where,
based
on
a
traditional
traffic
count
based
warrants,
the
county
would
want
to
take
signal
out.
We've
had
some
where
we've
kept
the
signal
in
and
paid
a
hundred
percent
with
our
own
funds.
The
connie
want
to
cost
share
with
us.
So
we
again,
maybe
it's
a
topic
for
another
night.
D
We've
tended
to
see
the
signal
as
a
head
safety
device
in
that
case,
where,
for
example,
the
county's
going
to
say,
there's
not
enough
cars,
there's
not
enough
pads,
there's
not
enough
cars
to
warrant
to
signal.
Take
the
signal
out-
and
you
know-
we've
been
more
advocates
for
keeping
the
signal
so
again
I'll
leave
it
there.
That
wants
to
be
another
discussion,
probably
and
then
on
the
downtown
ones.
You
know
I
know,
we've
we've
started
to
replace
them.
D
We
did
fifth
iniquit
last
year,
I
believe,
or
two
years
ago
I
think
was
last
year
we
added
aps
to
those
four
quadrants.
The
hennepin
and
fifth
is
being
done
with
that
major
construction
project.
So
we've
been
working
with
metro
transit
and
I
don't
know
what
the
timeline
will
be
to
get
to
all
of
them.
But
we
have
identified
that
as
something
we're
working
to
try
to.
You
know
bring
those
up
to
proper
standards.
B
B
All
right
and
I'm
not
seeing
any
other
hands.
I
do
have
one
last
item,
though,
for
the
for
that
I
was
that
was
suggested
to
me
would
fit
within
portfolio,
and
I
have
some
photos
to
show.
The
topic
is
construction
season
and
temporarily
placed
safety
signs
as
in
the
brand,
and
also
the
item
of
where
and
I'll,
let's
just
get
it
and
millicent.
Are
you
there
to
bring
up
those
that
that
pdf
we
can
just
kind
of
scroll
through
it?
B
I
don't
intend
to
go
through
these
case
by
case,
but
just
to
show
some
photos
as
examples
of
what
what
the
what
the
issue,
what
the,
what
the
issue
is,
and
that
is
sidewalks
being
blocked
willy-nilly
by
these
by
signs
used
to
demarcate
temporary
construction
sites
or
road
construction
that
where
overall,
the
the
sidewalks
are
used.
B
As
the
default
placement
and
julia
pointed
out
to
me
a
couple
of
cases
last
week
I
got
a
picture
of
those
two
where,
where,
when
they're
not
used
in
the
traffic
they're
set
sideways
on
its
sidewalk,
which
make
them
a
double
hazard.
You
know
for
especially
especially
at
night,
and
I
got
the
pdf
here.
B
B
It
is,
it
is,
and
so
so
what
we're
seeing
at
the
the
top
one's
like
a
good
example,
if
it's
on
the
boulevard
there's
a
side,
that's
a
sign
that
fits
on
the
boulevard.
That's
the
best!
That's
the
portland
portland
project
across
town
next
next
one
shows
a
super
wide
sign
that
belongs
to
the
street.
B
Designed
it
looks
like
you
know,
as
wide
as
that
sign
is,
it
looks
like
it
belongs
in
the
street,
is
has
been
on
the
sidewalk
two
out
of
the
past
three
years
for
projects
and
and
that
in
that
area
and
I've,
I'm
aware
of
certain
activists
who
have
moved
that
sign
out
to
the
to
a
parking
lane
facing
traffic
and
out
of
the
way
and
has
been
it's
been
moved
back
by
by
again.
B
I
don't
know
moving
back
to
next
one
down,
there's
a
sign
in
the
same
area
where
you
could
see
that
there's
definitely
a
sign
that
can
sign
sizes
that
fit
that
stay
out
of
the
way
as
best
as
they
can
and
that's
a
that's
an
example
of
that,
a
good
sign,
and
then,
sir,
is
there
one
more
at
the
bottom?
I
don't
remember
yeah,
okay,
so
that
so
so
I
guess
on
that
one!
It's
like
it's
like.
B
If,
if
that
looks
like
a
good
placement,
so
it
should
be.
You
know
generally,
so
instead
a
parking
lane
facing
drivers,
but
it
gets
moved
away
because
it's
not
on
the
side
of
the
street
where
the
drivers
are
coming
from
so
but
it's
absolutely
beginning
so,
okay,
so
my
so
we've
had
some
discussions
leading
up
to
this
to
this
meeting
about
it.
B
So
the
thought
was
suggested
it'd
be
a
good
place
to
a
good
place
to
at
least
address
it
in
brief,
so
where
these,
where
these
signs
are
blocking
the
sidewalk
to
whom
are
they
best?
Is
that
kind
of
redress
set?
Is
it
the
3-1-1?
We
have
examples
we
have.
You
know
we
have.
B
We
have
testimony
from
members
that
their
311
has
has
attempted
to
refer
to
palm
it
off
to
the
number
on
the
back
of
the
sign
to
the
safety
science
company
or
whoever
else,
which
seems
not,
which
seems
you
know
not
fitting
with
who
who
pays
the
bills
and
that
in
in
general,
is
like
it's
like
is
our?
Is
there
are
the
issues
like
who
who
is
in
charge
of
placing
them
at
the
beginning
of
these
projects?
Is
it
the?
Is
it
the
contractor
who's
doing
the
actual
work?
B
You
know
the
actual
road
work
is
that
the
safety
science
people
are
they
are
they
told
to
come
out
and
just
and
place
it
wherever
they
choose
or
well
so
who.
D
A
few
comments
yeah,
I
guess
I'm
immune
I'll,
make
a
few
comments
and
then
you
know
we
can
go
from
there.
So,
first
of
all,
you
you're
writing
that
any
of
these
orange
signs,
you've
seen
are
tend
to
be
owned
by
subcontractors
like
warning
lights,
safety
signs
q3
is
another
one,
their
names
on
the
back.
I
think
in
virtually
any
utility
or
road
project
that
you
see,
the
main
contractor
has
hired
one
of
these
ex
specialty
firms.
D
To
do
the
you
know
the
temporary
traffic
control
and
the
sign
placement
so
step
one
is
you
know
those
are
the
firms
that
physically
place
it
or
maybe
that's,
step
two
step.
One
is
there's
a
plan
sheet
or
a
detail
or
something
that
tells
them
where
to
place
it.
They
always
use
some
I'll,
say
some
element
of
judgment
relative
to
safety.
What
does
do
things
fit,
etc?
They're,
clear
clear,
their
very
clear
direction
from
us
is
not
to
impede
ped
walkways,
not
to
impede
the
par.
D
You
know
we
can't
be
any
more
clear
on
that.
The
flip
side
of
that
is,
you
know
it's
a
big
city,
it's
hard
to
manage
and
maintain
all
these
and-
and
I
think,
from
a
process
point
of
view
when
it
goes
to
3-1-1.
D
So
I
don't
think
calling
safety
signs
or
warning
lights
is
the
obligation
of
the
citizen
who
reported
this
that's
more
like.
If
we
see
a
sign,
that's
been
strewn
or
thrown
out
in
the
bushes
or
something
whose
was
it.
But
I
think
what
we
want
to
do
with
these
things
and
with
a
lot
of
construction
related
activities
is
send
it
back
to
the
the
construction
project
and
their
project
manager,
because
they
should
be
managing
that
endeavor,
our
division,
the
trafficking
parking
services
division,
maybe
not
me
and
ben
personally.
D
Our
division
works
with
what
we
call
lane
use
and
construction
obstructions
and
permitting
and
detours
and
whatnot.
So
we
have
a
hand
in
it
and
we
try
to
keep
an
eye
on
these
contractors,
but
I
think
the
best
place,
and
maybe
we
can
work
with
three
on
one
on
both
their
scripts
and
their
responses
and
their
actions
is
when
something
comes
in
relative
to
construction.
D
It's
usually
pegged
to
a
specific
project
and
the
the
construction
project
manager
is
really
the
closest
person
on
the
ground
to
work
with
that
subcontractor
and
get
things
set
up.
So
that's
maybe
one
point.
D
The
second
point
I
want
to
tell
you
just
to
give
you
a
little
bit
of
framework
for
this
is
this
overall
topic
of
right-of-way
management
is
a
huge
topic,
we're
actually
bringing
on
additional
staff
within
public
works
to
manage
what
happens
in
the
right-of-way,
and
it's
everything
from
you
know
different
utilities
wanting
to
be
in
the
same
space
to
permitting
to
things
like
this.
How
do
we
maintain
clear
paths
and
walkways?
D
So
it
is
something
the
city
knows
as
an
issue
is
addressing,
but
again
I
think
in
terms
of
specific
actions,
you
know
direct
making
your
call
or
your
email
to
311
with
specifics
about
the
site.
They
should
really
be
directing
those
to
the
construction
project
manager.
We
get
some
of
them
they're,
just
sort
of
coming
over
the
transom,
so
to
speak
because
we
deal
with
that
stuff,
but
we
try
to
make
sure
the
project
that
actual
project
is
aware
of.
It
is
kind
of
minding
their
house
so
to
speak.
B
A
Yeah,
I
just
I
really
urge
you
to
follow
through
with
3-1-1,
because
they've
been
the
ones
to
consistently
tell
me
to
contact
the
company
on
the
back,
which
and
those
seem
to
be
the
companies
that,
after
I
move
them,
places
in
the
right
of
way
and
I'm
also
curious.
Maybe
at
some
point
you
could
share
with
us
what
kind
of
oversight
there
is
if
the
project
managers
are
out,
walking
the
site
or
using
wheelchairs
to
you
know
weekly
monthly.
A
How
often
because
there
are
some
peter
mentioned
where
it's
year
in
and
year
out
and
there's
some
that
are
quasi-permanent
like
at
hennepin
and
franklin,
there's
one
that's
been
there
for
at
least
five
years,
and
you
can
see
a
very
clear
desire
line
that
is
not
accessible
around
it.
So
I
would
love
to
have
you
be
the
best
person
within
transportation
and
what
is
it?
The
parking
division?
Well.
D
Yeah,
you
know
julie,
we
get
involved
with
lane
use
and
obstruction
permits,
there's
also
permitting
everything
from
utility
permitting
and
then
there's
the
road
builders.
So
there's
a
lot
of
us
that
kind
of
have
a
hand
in
this,
but
I
think
we're
all
trying
to
be
on
the
same
page
of
maintaining
those.
You
know
clear
pathways,
those
clear
walkways.
That's
I
I
will
acknowledge
it's
tough.
I
mean
we
have
a
lot
of
construction
going
on.
D
We
have
the
the
quick
hit
utility
stuff
where
they
get
permit
for
a
week
or
two
they're
in
they're
out.
Sometimes
it's
hard
to
manage
them.
They
have
like
moving
operations
where
tomorrow's
a
little
different
than
today,
so
it
I
don't
want
to
mislead
you.
It's
always
going
to
be
a
challenge,
but
we'll
try
to
do
better
and
we
you
know
first
priority
is
to
maintain
safe
pet
access.
It
always
is.
I
B
B
Thanks
great
thanks
for
every
everybody
for
that
next
episode,
we
have
danielle
elkins
been
absolutely
workshop
on
micro,
mobility
and
bike,
share,
scooter
share
and
welcome.
Danielle
we've
been
looking
forward
to
this.
K
Hey
everyone.
Do
we
have
the
powerpoint
to
load
up,
okay.
I
If
you
just
want
to
pull
it
up
on
yours,
you
can
do
that
danielle.
Otherwise,
if
you
want
me
to
pull
it
up,
I'm
happy
to
do
that
as
well.
C
K
I
K
Okay,
so
I
will
just
kind
of
talk
through
this
presentation
and
at
the
end,
if
there
are
any
questions
or
particularly
feedback,
I
think
the
biggest
thing
that
I'm
looking
for
in
terms
of
feedback
is
how
you
would
like
to
provide
any
kind
of
feedback
for
the
rfp
process.
That's
coming
up
for
both
bikes
and
scooters
in
the
city
and
just
any
other
kind
of
issues
that
you're
seeing.
K
K
The
way
that
we
define
mobility
is
all
things
shared
mobility,
but
also
advanced
mobility.
So
my
kind
of
my
group
oversees
things
like
mobility
as
a
service,
so
integration
with
tech
platforms,
personal
delivery
devices,
basically
sidewalk,
robots,
drones
and
also
the
mobility
hub
pilot
program,
as
well
as
anything
around
connected
or
automated
vehicles.
K
But
the
good
news
is
that,
with
that
money
we'll
be
able
to
have
a
really
robust
and
well
thought
out
pilot
next
summer
and
we're
still
going
to
do
a
couple
of
locations
for
the
kind
of
the
last
couple
months
of
of
the
season
to
test
out
some
really
specific
things
to
inform
our
capital
program
around
mobility
hubs
for
those
that
aren't
familiar
mobility
hubs
are
essentially
a
concept
where
you
can
cluster
multiple
modes
of
transportation,
together
to
try
and
eliminate
single
occupancy
vehicle
trips
to
reduce
having
to
go
on
extra
trips
to
get
access
to
different
goods
and
services,
and
just
basically
knowing
that,
if
you
go
to
a
mobility
hub,
you'll
be
able
to
find
multiple
modes
of
transportation
to
get
you
where
you
need
to
go
and
also
help
really
with
that
last
mile
connectivity.
K
So
usually,
there
is
either
a
high
capacity,
bus
line
or
transit
an
lrt,
stop
adjacent
to
this,
and
then
we
add
scooter
and
bike
parking
and
other
amenities
at
that
location,
to
make
it
easier
for
people
to
take
different
modes
and
we're
really
trying
to
test
out
what
are
all
the
amenities
and
different
things
that
could
be
in
a
future
mobility
hub,
whether
it's
having
more
seating
plantings,
bathrooms
kiosks
that
include
wayfinding
information,
pointing
to
all
the
different
modes
integration
with
community
resources.
K
This
was
our
pilot
program,
our
locations
from
last
summer
for
2020.
We
went
from
about
12
in
2019
to
about
25
last
summer,
and
we've
been
really
focused
on
acp
50
areas.
So
a
cluster
in
north
minneapolis,
a
cluster
in
south
minneapolis,
the
kind
of
west
bank
suit
or
riverside
area,
and
then
a
couple
within
northeast,
and
then
we've
always
had
a
couple
in
downtown
that
were
like
major
locations
that
we're
trying
to
test
specific
issues
at,
for
example,
at
12th,
street
and
third
avenue
south.
K
We
closed
a
slip
lane
and
did
a
full
installation
of
seating
area
to
see.
Could
we,
you
know,
turn
former
slip
lanes
into
kind
of
shared
community
space,
and
our
plan
for
the
2022
season
is
to
increase
the
number
to
at
least
30
pilot
locations
next
summer
to
test
these
different
concepts
out,
so
the
different
options,
the
different
elements
that
we've
had
out
during
our
pilot
seasons.
K
We've
done
the
the
blue
blocks,
which
I'm
sure
you've
seen
that
kind
of
look
like
swiss
cheese
out
there.
That
have
been
a
really
kind
of
brand
identifier
for
where
the
mobility
hubs
are
they're
movable
on
purpose,
so
that
people
can
move
them
around
different
areas
and
help
inform
the
capital
program
of
where
do
you
want
to
see
seating
a
lot
of
times?
K
We
see
people
move
either
the
seating
into
transit
center
stations,
and
so
we
know
okay,
we
need
to
have
more
seating
within
transit
stations
or
people
move
them
like
next
to
a
library,
because
they're
trying
to
get
an
outlet
to
charge
their
phone,
so
it
is
really
informative
for
us
to
understand
what
gaps
these
are.
Filling
we've
also
done
a
lot
of
testing
around
signage
so
far
in
terms
of
letting
people
know
key
things
that
are
nearby
and
how
much
it
would
take
to
get
there
based
on
walking
or
biking
or
scooter.
K
K
I
show
people
when
they
get
off
the
bus,
how
to
get
to
an
ev
car
share
location
or
where
to
find
bikes
or
scooters,
and
it's
going
to
be
really
important
kind
of
testing
some
of
this,
especially
in
the
winter
climate,
seeing
what
we
can
do
with
snow.
So
we
can
still
make
it
easy
for
people
navigate
between
these
different
modes.
K
K
Human
service
resources,
for
those
in
need
to
figure
out
is
there
a
way
that
we
could
also
connect
people
to
human
services
using
these
mobility
hubs,
which
was
really
successful.
K
So
our
ambassador
program,
the
first
time
we've
done
this
was
last
summer
we
partnered
with
organizations
in
north
minneapolis
and
cedar
riverside
to
implement
different
types
of
things.
So
partially
it's
testing
maintenance.
How
do
we
deal
with
the
long-term
maintenance
of
these
sites?
Partially?
It's
like.
I
said
education
encouraging
people
to
sign
up
for
these
low
income
pricing
programs,
explaining
to
them
how
they
can
get
access
to
these
programs
and
also
just
getting
people
comfortable
with
the
first
ride
on
a
bike
or
a
scooter
and
helping
them
to
adjust
the
vehicle
whatever
they
need.
K
That
was
really
successful,
and
particularly
in
north
minneapolis.
I
think
the
feedback
was
that
a
lot
of
people
felt
like
it
was
really
good
to
have
somebody
consistently
at
the
mobility
hubs
to
answer
their
questions,
to
point
them
towards
community
resources
and
just
also
to
provide
a
safe
community
space.
K
We
were
really
lucky
that
even
with
budget
cuts
last
year,
we
got
a
nacto
grant
to
help
kind
of
backfill.
Some
of
those
budget
cuts
to
enable
us
to
keep
doing
the
ambassador
programming,
which
was
really
great,
and
then
a
really
kind
of
positive
thing
is
that
when
we've
done
all
the
data
analysis
on
bikes
and
scooters
at
the
end
of
the
year,
we
really
wanted
to
know.
Did
mobility
hubs
increase
the
amount
of
people
using
bikes
or
scooters?
K
This
is
particularly
showing
scooter
data,
so
we
chose
on
the
left
side
here
if
somebody
started
at
the
pen
and
laurie
mobility
hub.
These
are
all
in
blue
all
the
places
that
they've
traveled
to
so
really
shows
kind
of
great
movement
between
these
hubs
and
around
the
city.
It's
a
great
access
point
and
then
on
the
right
side.
K
Here
is
a
comparison
of
scooter
ridership
before
the
hub
was
put
in
versus
during
when
the
hubs
were
out,
and
you
can
basically
see
that
having
mobility
hubs
out
increased
scooter
ridership,
particularly
at
the
places
where
we
had
ambassadors
and
did
additional
education
and
programming
so,
for
example,
like
penn
and
lari,
it
was
a
significant
increase
because
of
the
programming
that
we
had
there.
So
that
was
really
positive
and
then,
of
course,
in
cedar
riverside
as
well
had
really
big
jumps.
K
Once
we
put
the
mobility
hubs
out
so
good
way
to
see
actual
success
within
the
program,
so
I
mentioned
you
know
this
is
going
to
be
kind
of
push
more
to
2022,
but
the
things
that
we're
really
focused
on
are
the
signage
pieces,
the
lighting,
the
locker
systems,
figuring
out
bike
and
scooter
parking
systems
so
starting
to
acquire
some
technology
testing
it
for
maintenance
and
usability
and
getting
as
much
feedback
from
the
community
of.
Are
these
things
working?
K
Do
we
like
them?
What
types
of
different
parking
would
we
like
to
see
in
these
and
having
all
that
information
to
then
inform
a
capital
program
which
we
anticipate
as
we
try
and
go
for
regional
and
federal
funding
between
2023
and
2024,
and
then
also
continuing
to
do
our
ambassador
programming
and
engagement
efforts
of
education?
Getting
people
signed
up
for
these
programs,
some
stats
in
here
from
the
scooter
programming.
We
had
pretty
big
change
between
2018
2019,
where
we
just
jumped
up
and
had
a
huge
amount
of
increase
in
trips.
K
K
We
got
so
many
new
rides
in
2019,
particularly
from
people
that
were
actually
commuting
to
work,
so
we
had
a
lot
of
day
trips,
whereas
a
lot
of
other
u.s
cities
primarily
had
kind
of
evening
recreational
trips,
and
so
when
you
go
from
2019
to
2020,
you
can
actually
see
in
the
data
that
we
lost
most
of
the
day
trips,
because
people
were
not
commuting
to
work
anymore,
not
going
to
lunch
anymore.
Working
from
home
and
most
of
the
trips
ended
up
being
more
recreational
or
evening
or
running
errand
type
trips
at
night.
K
So
it's
gonna
be
really
interesting
to
see
how
we
can
compare
2021
data.
We
don't
have
that
yet
to
be
able
to
to
show
what
the
change
is
going
to
be.
But
I
will
say
I
feel
like
ridership
is,
has
so
far
been
up
significantly
this
year.
K
Another
really
important
piece
for
us
was
just
figuring
out
the
percentage
of
trips
in
our
acp
50
areas,
and
the
biggest
thing
is
like
we
within
our
scooter
contracts.
K
We
have
a
goal
of
they
at
least
have
to
place
30
of
the
scooters
within
acp50
areas,
and
we
were
hoping
to
at
least
hold
steady
kind
of
in
the
number
of
trips
that
were
happening
in
those
areas,
and
thankfully
we
did
pretty
much
hold
steady,
though,
even
though
we
lost
a
significant
amount
of
our
trips
from
2019
to
2020,
we
had
a
both
years
around
20
percent
of
trips
that
were
in
acps,
or
so
they
started
or
ended
in
an
acp-50
area.
K
So
that
was
good
news
that
we're
holding
on
that
just
a
glimpse
of
where
people
went
on
the
scooters
for
2020,
they
went
all
over
the
city
so
again,
similar
to
2019.
People
are
touching
almost
every
single
street
in
the
city
or
trail
in
the
city.
So
that's
really
positive
that
it's
getting
people
to
a
lot
of
different
places.
K
The
big
change
for
2020,
which
I'm
sure
this
group
was
interested
in,
was
that
we
added
the
lock
to
requirement,
so
it
is
now
required.
This
scooter
has
to
be
locked
to
a
either
public
parking,
a
bike
parking
facility,
a
street
sign
or
a
meter
hitch
which
are
the
circular
kind
of
on
parking
meters,
and
we
also
had
added
equity
distribution
requirements.
K
Like
I
mentioned,
where
30
of
the
scooters
have
to
be
distributed
between
the
three
acp
50
areas,
we've
adjusted
a
little
bit
based
on
feedback
from
the
community,
as
well
as
changes
in
the
acp
50
program
by
met
council,
which
I
can
answer
questions
if
anyone's
interested
about
that,
and
also
coupled
with
the
mobility
hub
deployment
and
a
lot
of
the
engagement,
which,
of
course
was
even
though
we
you
know,
had
a
lot
of
challenges
with
engagement
in
2020,
we
still
had
the
ambassador
program,
which
got
us
a
lot
of
really
great
feedback,
just
some
examples
of
some
of
the
the
artwork
and
signage
that
we've
put
out
to
explain
to
people
the
appropriate
writing
and
parking
rules
around
scooters.
K
We've
updated
our
new
website
as
well,
with
a
lot
of
the
different
rules
and
restrictions
of
that
and
hoping
to
use
a
lot
more
of
this
artwork
to
explain
to
people
why
it's
so
important
to
park
and
ride
appropriately,
and
then
I
can
mention
we're
we're
really
working
on
infrastructure
for
bike
parking
and
scooter
parking
so
that
you're
giving
people
a
good
place
to
park
the
vehicles
that
is
not
blocking
the
pedestrian
walkway.
K
This
is
a
little
bit
just
about
comparing
2019
to
2020
in
terms
of
complaints
within
the
free,
1
and
9-1-1
system.
We've
had
a
kind
of
a
mix
of
feedback
in
the
2021
season.
The
difficulty
is
that
we've
had
a
small
number
of
individuals
reporting
the
majority
of
the
complaints,
and
so
it's
really
been
difficult
to
find
in
2021
the
most
serious
complaints
and
to
understand
what
is
really
working
is
versus
not
working.
So
I
would
love
to
hear
any
feedback
of
how
people
feel,
like
the
riders
of
scooters,
are
behaving
versus
past
years.
K
If
they're
learning
with
these
new
roles
in
the
locture
requirements
or
if
you
are,
are
seeing
some
of
the
same
issues
and
people
don't
feel
like
they're
learning,
I
think
anecdotally,
we're
hearing.
Most
of
them
are
positive
that
people
are
learning,
but
it's
just
one
of
those
things
that
we
just
have
to
keep
educating
and
staying
on
people
and
then,
like
I
said,
we
we'd
hired
an
artist
to
really
explain,
explain
the
rules,
and
particularly
you
know:
where
is
it
appropriate
to
park
a
bike
or
a
scooter
near
a
transit
facility?
K
So
hopefully
the
visuals
will
really
help
people
understand
how
to
behave
better
and,
like
I
mentioned
these
were
just
some
of
the
questions
that
I
had
of
you
know.
How
would
you
like
to
provide
feedback?
The
rfp
will
be
in
the
fall.
So
how
would
you
like
to
provide
feedback
to
me?
We
have
a
live
feedback
form
which
I
know
has
been
shared
out
on
twitter
and
a
couple
other
vehicles.
K
So
if
people
want
to,
obviously
please
fill
out
the
survey,
but
also
if
you
have
any
other
feedback
or
ideas
you
want
to
share
with
me
about
specific
things
that
should
be
included
in
the
rfp
for
bikes
or
scooter
share,
and
then
any
other
feedback
that
you
have
on
this
mobility
work
is
really
helpful.
B
Great
we
operate
in
on
resolutions
with
a
lot
of
our
work
and
sending
back
to
the
relevant
relevant
agencies,
and
I
would
think
we
could
compose
one
to
inf
inform
you
of
our.
You
know
collective
opinion
on
the
on
what
belongs
and
what
we'd
like
to
see
in
the
rfps
regards
bikes
and
scooters.
Okay,.
K
B
That
works
for
you
and
so
we'll
go
right
to
questions,
and
thank
you
for
that.
Thank
you
for
that
presentation
and
I
see
austin's
hand
up
gusting.
H
I'm
I
live
near
the
university,
so
that's
where
my
interests
are
and
I'm
curious
to
know
a
couple
things
about
that
are:
does
this
rfp
or
does
this
process
have
any
special
considerations
for
the
university
and
the
immediate
neighborhoods
around
the
university
since
those
are
such
hot
spots
for
micro,
mobility
and
also
micro,
mobility
misuse,
I
will
say
myself
and
then
also
too
I'm
curious,
because
when
I
first
saw
that
map
I
I
noticed
that
there
were
very
little
or
there
was
no
I'm
sorry.
I
forgot
the
word.
H
There
were
no
hubs
in
southeast
minneapolis
near
the
east
bank
of
the
university.
There
were
a
few
by
west
bank,
but
not
on
east
bank.
I'm
just
curious
like
was
there
a
reason
that
that?
Why
was
that
determined
to
be
that
way?
Is
this
an
inappropriate
program
for
the
university
area?
I'm
curious
to
know
your
thoughts
on
that
as
well.
K
Yeah
so
particularly
for
the
rfp,
the
university
is
one
of
our
kind
of
strategic
partners
in
that
and
is
going
to
be
helping
to
both
create
the
rfp
as
well
as
score
it
and
are
a
really
crude
personal
part
to
our
license
agreements
as
well.
Normally
the
university
has
their
own
license
agreement,
so
we're
trying
to
make
sure
that
we're
kind
of
working
together
as
seamlessly
as
possible
and
potentially
doing
some
kind
of
a
mou
or
something
with
them.
So
it
is
really
important
and
they're
involved
in
the
entire
process.
K
So
that's
really
important
for
mobility
hubs.
The
reasoning
was
we
started
with
a
focus
on
our
acp-50
areas,
so
focusing
on
the
equity
lens,
first,
to
figure
out
the
most
complicated
situations
in
the
city,
knowing
that
it
would
probably
be
easier
to
implement
the
ones
where
we
had
more
infrastructure
built
out
already,
and
it's
already
getting
a
lot
of
attention
for
other
projects.
K
That's
not
to
say
that
in
the
like
actual
capital
program,
there
won't
be.
There
are
definitely
going
to
be
hubs
within
the
university
system
and
we'll
be
partnering
on
that
as
well,
and
that
will
be
a
really
important
piece
of
that.
And
we've
talked
a
lot
about
it
with
the
university
of
minnesota
staff
as
well.
G
G
I
think
she
said
on
oak
grove,
but
it
could
have
been
15th
anyway
and
she
went
to
3-1-1
to
report
it
and
she
was
under
the
impression
that
there
had
been
a
change
in
reporting
scooter
scooters
like
abandoned
on
the
right-of-way
on
3-1-1
that
there's
no
category
anymore
to
report.
It
is
that
was
that
accurate
or
is
there
something
going
on
there.
K
So
I
kind
of
briefly
mentioned
that
there
are
a
couple
of
individuals
who
have,
unfortunately
been
kind
of
inundating
the
3-1-1
app,
so
the
c-click
fix
app
has
been
pretty
badly
abused
throughout
the
season,
so
we
had
some
serious
violations
of
the
terms
of
service
of
the
c-click-fix
app
and
we
had
to
remove
scooter
reporting
from
the
app
so
the
most
important
way
to
be
able
to
report.
These
things
is
calling
311,
emailing,
301
or
filling
out
the
bike
and
scooter
form
on
the
31
website.
K
Once
the
companies
get
the
information,
then
they
have
two
hours
to
respond
which
they
are,
but
unfortunately,
because
we
were
getting
so
many,
I
will
say
non-violation
reports
that
the
important
stuff
was
getting
lost,
so
we're
now
really
focused
on.
We
want
people
to
email,
we're
adding
a
list
to
the
scooter
website.
Has
all
this
information
on
there,
but
I'm
adding
a
specific
list
of
things
that
people
should
include
in
emails
like
the
company
involved,
the
vehicle
id.
G
Have
you
made
that,
albeit
in
a
little
briefer
fashion,
that
notice
on
the
app
that
it's
that
there
are
these
prefer
other
preferred
methods,
because
I
think
she
was
just
generally
confused?
I
mean
I,
you
know,
I
think,
generally
she
walks
with
a
cane,
and
you
know
I
would
just
flip
it
into
the
street.
G
You
know
I
mean
it
doesn't
belong
on
the
sidewalk,
it
blocks
on
the
streets,
it
can
lay
in
the
street
and
but
I
don't
think
she
could
do
that,
but
I
would
encourage
you
to
put
it
put
it
on
the
app.
Unfortunately,.
K
We
can't
so
that
see.
Clickfix
is
a
third-party
app
that
we
contract
with
the
only
thing
that
can
be
put
into
secretfix
is
the
categories
that
are
eligible
for
submittal.
So
there's
a
lot.
There
are
actually
very
few
things
that
do
use
c
click
fix
to
submit
things
because
of
the
limitations
of
the
app
and
has
caused
issues
for
the
city,
where
the
information
doesn't
quite
work
perfectly
with
our
311
systems.
K
The
way
that
we
would
like
it
to
so
there's
not
a
place
on
the
app
to
have
any
kind
of
instructions,
but
if
you
were
to
go
to
the
city
website,
if
you
were
to
go
to
the
311
website,
it
tells
you
exactly
all
the
ways
that
you
can
contact
3-1-1
and
again.
The
best
way
is
just
to
call
3-1-1.
B
C
K
C
K
B
If
you
look
at
the
at
the
math
of
the
assuming
people,
weren't
abusing
c
click
fix
in
previous
years,
or
if
you,
if
you
do
any
of
the
math
of
the
number
of
reports
versus
number
of
rides,
it
is,
it
is
zeros
well
into
the
ten
thousandth
place.
You
know
to
the
right
of
the
decimal
point,
so
it's
it's.
I
think
it's
because
you
can
most
people
just
see
a
are
able
to
who
are
able
to
can
see
a
scooter
in
the
way
and
move
it
aside,
set
it
aside,
whatever.
B
So
that's
good
stuff,
it's
just
tons
of
rides
very
little
complaints,
julia
curran.
A
Hi
I've
got
a
couple
of
questions
and
I
think
the
first
two
are
mainly
comments.
The
second
two
are
more
questions,
so,
firstly,
I
I
appreciate
what's
going
on,
but
the
attention
to
scooters
and
bikes
blocking
so
misgiving.
A
A
I'll
call
in
with
this
much
video,
my
my
internet
can't
handle
it,
so
I
will
call
in
and
ask
questions
but
go
go
on
to
whoever
might
be
next.
Please.
B
The
what's
been
demonstrated
by
the
car
share
bike
share
scooter
share,
particularly
with
the
advent
of
like
an
expanded
car,
show,
be
really
exciting
because
those
those
are
most
that
have
that
are
proving
to
take
cars
off
the
street
they're
they're
really
taking
vehicle
miles
down,
as
opposed
to
things
like
uber
and
lyft,
which
comparatively
said
just
put
more
cars
around
the
street.
All
the
time
there's
a
lot
to
be.
There's
a
is:
is
there
anything?
B
What
do
we
know
about
the
the
coming
expanded
our
car
expansion,
the
electric
cars
etc?
Is
that
is
that
is
that
rolling
out,
similarly
to
something
like
cargo
was
before,
or
what
do
we
know
do
we
know
many
details
about
that?
What
what
what
and
when
to
explain
to
expect
it.
K
I
do
not
oversee
that
program,
but
the
best
of
my
understanding
is
that
it
will
be
rolled
out
in
the
next
year.
I
think
partially
there's
been
delays
because
of
supply
chain
logistics
issues
internationally
of
trying
to
get
some
of
the
charging
station
infrastructure
to
minnesota
has
been
a
challenge,
but
they
they're
moving
forward
in
terms
of
communication
plans
and
outreach
and
branding
is
done
all
that
kind
of
stuff.
So
it
should
be
working
out.
B
All
right
excited
about
that
christian
housemate
is
in
the
gallery
today,
good
to
see
you
chris
jenna
in
your
hand,
up
what's
going
on.
J
Too,
I
had
a
couple
questions
regarding
the
lock
to
I.
By
the
way,
I
should
say,
I've
noticed
a
considerable
difference
in
the
amount
of
obstructions
in
the
sidewalk.
It's
been
night
and
day
in
a
lot
of
areas
where
I've
seen
previously
toppled
scooters
toppled,
bikes
and
the
like.
So
I
think
it's
definitely
an
effective
move
on
the
part
of
the
program.
The
other
part
that
I
was
going
to
mention
is
how
scooters
in
the
right-of-way
bikes
in
the
right-of-way
sometimes
can
create
challenges
for
people
of
compromised
mobility.
J
You
know
people
who
are
elderly,
even
children,
who
are
allowed
to
ride
bikes
on
the
sidewalk
up
to
a
certain
age.
However,
I
do
notice
two
private
vehicles
parked
on
sidewalks,
like
construction
vehicles,
contractors
and
the
like.
How
do
those
different
violations
get
handled
either?
Similarly
or
differently?
Does
it
go
through
the
same
city,
division
or
department,
or
is
it
separate.
K
So
it's
a
little
tricky,
because
every
vehicle
has
a
different
state
statute,
kind
of
definition
and
roles
of
writing
and
parking
any
kind
of
a
moving
violation,
bikes,
there's
cars.
It
goes
through.
Police
enforcement
because
of
moving
violation
by
the
state
parking
is
a
different
story,
so
traffic
control
overseas
car
parking
and
those
kinds
of
issues
liking
side
blocking
sidewalks
blocking
bike
lanes
that
kind
of
thing
for
scooters.
We
have
a
little
bit
additional
help
where,
because
we
have
a
license
agreement
with
these
two
companies.
K
If
we
receive
a
complaint
about
a
parking
issue,
we
then
send
that
directly
to
the
vendor.
They
deploy
someone
who
then
moves
it
and
fix
it.
You
know
we
have
a
it's
the
one
thing.
I
guess
that
we
have
some
control
over
it.
I
wish
that
we,
you
know.
Sometimes
you
wish
you
had
control
over.
You
could
do
that
with
cars.
You
could
have
some
accountability
for
really
bad
behavior.
We
have
more
tools
to
do
that.
K
We
also
have
internal
tools
within
staff
and
I'm
working
on
getting
this
kind
of
enforcement
ability
expanded
to
our
partners.
So
the
university
of
minnesota,
metro,
transit
and
the
park
board
as
well
that
when
we
as
an
employee,
witness
something
I
can
submit
a
direct
fine
and
our
intention
was
to
eventually
hire
someone
to
do
full-time
enforcement
on
scooters.
K
Unfortunately,
we
lost
that
position
within
budget
cuts
last
year,
but
the
hope
is
that
you
know
we
are
able
to
have
somebody
out
on
the
street
like
traffic
control
to
deal
with,
particularly
of
micro
mobility,
parking
issues.
Unfortunately,
what
we're
limited
to
now
is
people
submitting
to
301
and
then,
as
we
see
it
as
employees,
so
I've
you
know
given
out
the
information
to
every
single
project
manager
on
a
construction
site.
If
they're
seeing
issues,
they
can
report
it
to
me
or
through
the
app,
and
it
goes
directly
to
the
companies
thanks.
A
I
am,
I
couldn't
tell
how
much
of
what
christian
was
asking
was.
Maybe
overlapping
with
the
first
thing
I
was
trying
to
ask
about,
which
was
really
I
there's
so
few
problems
with
scooters
compared
to
private
vehicles
and
so
little
enforcement,
if
any
so
little
done
to
make
sure
that
anything
is
improving
rather
than
getting
worse
in
terms
of
drivers
blocking
bike
lanes,
sidewalks
and
crosswalks,
and
I
really
enjoy
seeing
the
educational
component,
but
I
just
keep
picturing
it
being
shared
with
drivers
who
are
where
the
actual
problems
in
our
city.
A
So
that
was
comment.
One
comment
two
is
right:
now
we
don't
our
scooter.
Our
bike
share
program
does
not
have
bikes
that
are
small
enough
for
many
people,
particularly
women
of
color,
and
the
racial
and
gender
implications
of
that
are
pretty
clear,
have
been
and
have
been,
the
city
and
nicer.
I
have
both
been
silent
on
that
for
the
entirety
of
the
program,
and
I
love
the
concept
of
nice
ride.
A
I
have
not
been
able,
because
I'm
I'm,
a
smaller
person
have
not
been
able
to
really
use
it
myself,
especially
with
the
removal
of
the
blue
bikes.
A
So
I
would
love
to
see
the
city
really
make
sure
that
this
is
a
program,
that's
accessible
physically
to
I'd,
love,
to
see
it
expanded
to
adapt,
just
bicycles
as
well,
but
at
the
very
least,
to
make
it
work
for
women
of
color,
who
tend
to
be
shorter
on
average,
rather
than
centering
white
male
bodies.
I
also
the
hubs
and
ambassadors
aspects
are
great.
A
A
You
can
do
whatever
and
I'm
going
to
live
with
it
and
that's
you
know,
that's
a
majority
of
of
people
who
seem
to
be
being
prioritized
within
the
acp
outreach,
and
I
really
like
that
outreach,
but
I'm
wondering
about
making
it
to
sort
of
support
needs
like
cargo
bikes
carts
how
to
move
things
when
you
don't
have
a
car,
how
you
move
things
quickly,
like
some
of
the
amenities
that
I'm
hearing
are
just
ones.
I
would
never
consider
using,
because
I
have
never
had
a
car.
I've
never
been.
I'm
not.
A
It's
not
trying
to
sway
me
into
that,
and
I'm
wondering
about
how
to
prioritize
like
making
it
sexy
or
that
text
focus
versus
really
meeting
people's
needs
when
we
don't
have
cars
and
really
making
sure
that
we're
meeting
the
most
basic
pedestrian
needs,
lights,
benches,
bathrooms
and
water
at
not
just
the
hubs,
but
regularly
enough
that
you
can
walk
to
the
grocery
store
when
you're
80..
So
I
don't
know
if
there's
anything
you
can
talk
about
within
that
lab.
K
Yeah,
okay,
let
me
answer
your
last
question.
First
and
I'll
go
back
to
the
size
one.
So
when
we
talk
about
the
amenities
at
mobility
hubs
like
bare
minimum,
it
is
seating
lighting
heat,
whatever
those
basic
things
are
going
to
be
central
to
that,
no
matter
what
they're
actually
going
to
be
pretty
low
tech,
and
when
I
guess
when
I
talk
about
bike
parking
too,
I
what
we're
trying
to
figure
out
is,
like
you
mentioned
bike
parking
and
that
can
accommodate
cargo
bikes
that
can
accommodate
adaptive
bikes.
K
Not
necessarily,
you
know
only
for
charging
situations
or
only
for
share
mobility
vehicles.
It
needs
to
accommodate
all
of
these
different
modes,
and
you
know,
I
think,
maybe
the
most
tech
focused
thing
that
we've
got,
that
we're
testing
and
looking
at
right
now
is
potentially
the
locker
systems.
But
the
hope
is
that
within
that
it
can
help
people
who
are
already
transit
dependent
to
make
it
easier
for
them
to
access
things
that
they
crucially
need.
K
Like
food
delivery,
prescription
delivery,
library,
access
access
to
other
human
services,
the
kind
of
those
crucial
pieces
which
hennepin
county
uses
their
locker
systems
to
be
able
to
give
out
like
ebt
card
pickups,
and
things
like
that
so
focused
on
human
services-
is
the
the
really
crucial
part
of
that.
B
All
right,
we
have
to
move
on
we're
right
up,
it's
we're
at
about
six
o'clock
and
it's
been
a
great,
a
great
talk.
A
lot
of
our
thoughts,
we'll
continue
we're
gonna,
we'll
build
a
resolution.
I
think
we'll
we'll
do
our
best
to
speak
here
to
your
rfp
and
what
and
what
what
pac
would
like
to
what
what
our
it
is.
What
we'd
like
to
see
so,
thank
you
danielle
a
lot.
It
was
a
good
presentation.
B
Last
item
on
our
agenda
is
a
resolution
brought
forth
our
subsequent
to
some
discussion
as
part
of
a
previous,
a
previous
resolution.
Speaking
to
the
county,
speed
limits-
and
I
I
is
there-
anybody
there
who
can
bring
it
up.
B
B
B
B
Resolution
came
from
discussion
about
saying
about
what
we
could
do
to
influence
or
call
on
the
hennepin
county
to
to
seek
the
end
us
and
obtain
the
authority
to
set
speed
limits
where
the
city
of
minneapolis
has
moved
in
the
last
couple
of
years
to
set
to
2025
so
and
I'd
like
to
bring
this
up
our
full
pack
meeting
in
in
august,
and
if
I
may
I'll
read
the
resolution
on
the
hennepin
county
speed
limit
authority
where
we
say
pac
calls
on
hennepin
county
to
seek
and
secure
general
authority
to
design
and
post
at
the
city-wide
speed
limit
of
not
more
than
25
miles
per
hour.
B
Pac
believes
the
county
should
have
full
control
over
speed
limits
on
its
streets.
They
should
not
be
prevented
by
state
preemption
from
conforming
to
minneapolis,
speed
limits
set
for
safety
and
for
giving
people
and
motor
vehicles
a
traveling
speed
suited
to
enjoying
our
city
rather
than
racing
through
it.
B
It's
for
review
of
at
this
point
like
what
we
I
guess,
I
don't
know
we
don't
need
to
vote
on
it
here.
I
don't
think
and
the
subcommittee,
but
we
just
wanted
to
show
it
here,
to
be
ready
for
to
have
people
on
people's
minds
for
editing
any
ideas.
Any.
B
Editing
editions
at
our
full
pack
meeting
any
certainly
entertain
anyone's
comments
right
now,.
B
We
want
to.
We
want
to
embed
some
thoughts
on
that,
whether
that
we
don't
think
cabin
county
should
be
anybody
should
other.
We
don't
think
anybody
other
than
to
say
minneapolis
should
be
setting
speed
limits
on
any
streets
in
the
city
of
minneapolis,
so
embed
that
somewhere
is
that
what
was
that?
What
I'm
hearing
you
say.
A
B
G
Yes,
I
just
very
briefly
yeah,
I'm
basically
the
last
clause,
the
last
sentence,
everything
after
safety-
I'm
not
I'm,
not
a
big
fan
of
it.
I
think
racing
through
it
is
sounds
too.
I
don't
know
sort
of
casual
or
something
I
think
it's.
I
think
it's
primarily
for
safety
and
next,
for
you
know
you
could
talk
about.
You
know
the
effect
of
just
going
slower,
for
you
know,
climate
benefit
and
that
kind
of
thing,
but
for
enjoying
the
city
I
I
would
just.
G
I
would
focus
more
on
the
safety,
because
I
think
that's
what
drove
the
city
to
put
it
at
20
or
25..
That's
my
two.
B
Sure
yeah
and
that
and
yeah
that's
that's,
definitely
true
and
that's
why
it
definitely
says
that
cities
around
us
have
cities
around,
especially
smaller
ones,
have
have
spoken
up
to
say
exactly
that.
It's
not
it's,
not
our
job,
and
I
I
know
I'm
sure
it
could
be
put
better
differently.
But
it's
not
our
job
city
of
ritual
to
say
it's
not
our
job
to
get
people
through
us
through
our
city
as
fast
as
possible.
That's
not.
B
Roads
are
for
that's
not
what
roads
are
for,
that's
not
what
we're
to
to
serve
drivers
going
getting
them
through
our
city
as
fast
as
possible.
So
I
want
to.
I
also
appreciate
that
it's
going
to
be,
you
know
we
can
put
it.
We
can
put
it
another
way,
but
I
think
this
I
think
I
I
really
would
like
to
you
know
if
appropriate,
and
if
the
pack
agrees
you
know
and
start
to
include
that
include
that
kind
of
thinking
it
isn't
just
it.
You
know
that
it's
not
it.
G
Yeah,
I
agree,
I
think
I
agree
with
you
peter
and
I'll
think
of
a
little
bit
about
some
wordsmithing.
I
know
that
we've
already
after
six,
so
I'll
yeah,
that's
just
my
thoughts.
B
Yeah
I
appreciate
your.
I
would
appreciate
your
your
your
writing
input
on
that
person
and.
B
That's
it
we
will.
We
will
adjourn
pending
anybody's
anybody's
announcement.
A
Yeah,
I
just
want
to
make
sure.
I
know
that
that
christian
hillsman
is
in
this
meeting
and
I
believe
is,
is
leaving
the
city
and
has
been
was
a
valuable
and
many
year
pack
members.
So
I
think
it
would
be.
A
I
don't
know
if
you
have
anything
to
share
with
us
as
you're
heading
out
christian
or
or
now
you
must
have
said
something,
so
your
face
popped
back
up,
but
I
just
want
to
so
thank
you
for
everything
that
you've
done
for
the
pack
and
everything
that
I've
learned
about
allies,
in
particular
from
you,
and
I
I
want
to
just
give
you
that
space
for
others.
For
since
we
won't
run
into
you
around
town.
It
sounds
like.
C
J
Guess
a
few
months
ago,
I
did
kind
of
bid
folks
farewell
for
my
last
official
pac
meeting
as
a
as
a
member,
but
I
just
wanted
to
thank
all
of
you
most
of
you,
I
remember
from
my
five
years,
or
very
close
to
it
on
the
on
the
pack
board.
So
I
wanted
to
thank
you
personally
for
the
pleasure
of
working
with
you
on
all
these
issues
to
improve
walkability
likability
rollability
in
the
city
of
minneapolis.
J
It
was
an
opportunity
that
I
couldn't
have
expected
and
I'm
going
back
to
a
city
that
certainly
needs
a
lot
better
resources
to
allow
folks
like
ourselves
to
get
and
maintain
involvement
to
improve
those
conditions
for
all
users.
Just
wanted
to
call
out
a
couple
of
things.
J
I
really
enjoyed
working
on
the
2040
plan
on
the
on
the
tab
and
continuing
to
push
on
various
things
like
you
know,
lowering
speed
limits
and
and
rethinking
how
freeway
approaches,
interact,
the
downtown
area
and
very
walkable
city
streets,
otherwise,
and
surely
yes
trying
to
rethink
how
ally's
alley,
crossings
t
intersections
and
and
all
those
other
things
come
into
play
too
for
for
people
walking.
So
thanks
again
and
I'll
be
back
to
visit
in
a
few
months,
all.
B
G
J
Oh
yep,
I
guess
one
more
thing
too:
I
will
be
going
to
grad
school
at
the
university
of
cincinnati
to
get
my
masters
in
community
planning
and
I'll
also
be
getting
a
certificate
in
public
art
and
place
making.
So.
C
J
All
right,
I'm
in
if
we're
friends
on
social
media,
oh
I'd,
love
to
hear
what
you
guys
are
working
on
too.
A
B
All
right
one
and
all
that
looks
like
that's
it
607
thanks
all.