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Description
Additional information at
https://lims.minneapolismn.gov
B
B
B
A
B
D
D
F
D
I'm
here
for
the
pac
subcommittee
to
talk
about
the
complete
streets
policy,
update
and
we'll
go
over
quite
a
bit
of
history
and
then
quite
a
bit
of
content
for
this
presentation.
I
should
also
mention
I'm
joined
by
kathleen
nail,
my
manager
today,
who
might
also
jump
in
to
answer
some
questions,
especially
some
historical
questions.
E
D
So
of
course,
many
members
of
the
group
very
heavily
involved
in
our
tap
and
for
folks
who
might
not
be
aware,
there
were
three
rounds
of
engagement
from
2018
to
2020
that
went
into
the
tap
and
it
was
a
very
broad
base
of
engagement.
It
was
you
know,
big
picture.
Visioning
is
where
it
started,
and
then
we
got
more
specific
as
we
got
through
the
engagement
process
and
you
got
to
round
three.
But
it
was.
D
It
started
out
pretty
open-ended
and
we
wanted
to
hear
folks
feedback
about
transportation
in
minneapolis,
and
one
of
the
things
that
came
up
early
on
in
the
process
was
how
folks
in
minneapolis
feel
that
the
complete
streets
policy
is
very
important
and
it's
something
that
we're
very
proud
of
and
that
it's
a
resource
that
we
have
and
people
wanted
to,
maintain
it.
But
at
the
same
time,
the
feedback
was
that
it
needed
to
be
updated.
D
You
know
2016
now
is
five
years
ago,
and
a
lot
has
changed
in
the
last
five
years
to
for
transportation,
infrastructure
and
services
in
the
city,
and
so
we
wanted.
The
feedback
from
the
tap
process
was
that
we
wanted
to
respond
to
developing
trends
like
micromobility
and
smaller
delivery
vehicles
in
the
city
and
make
sure
that
our
complete
streets
policy
was
reflective
of
those
modern
conditions
that
have
come
up
over
the
last
couple
of
years.
D
So
we
do
have
a
tap
updated
in
december,
2020
and
well
I'll
get
to
the
slide
after
this
shows
the
timeline
a
little
bit
better
so
over
the
last
year
or
so,
we've
had
a
lot
of
technical
work,
go
into
the
complete
streets
policy
update
with
a
lot
of
involvement
from
our
public
works
transportation.
Director
team
and
we've
also
had
a
work
group
which
is
met
periodically
over
the
last
year.
D
D
I
was
saying
about
timeline
here.
You
know
every
one
of
our
tap
actions
has
this
little
graphic
with
these
categories
in
it,
and
we
did
say
that
we
wanted
to
update
the
complete
streets
policy
in
years
zero
to
three
of
our
plans
so
2020
to
2023,
and
so
that
was
really
one
of
the
first
things
we
actually
started.
D
So,
as
the
work
group
got
underway
and
work
started
on
talking
about
what
what
do
we
want
to
see
in
the
policy?
We
got
some
additional
feedback.
You
know
it
came
in
as
part
of
the
tap,
but
then
also
from
the
work
group
itself,
as
these
meetings
happened
and
we
got
some
letters
and
feedback
from
our
partners,
there
was
the
desire
for
the
new
policy
to
reflect
the
difficulty
of
construction
impacts
on
a
complete
streets
that
are
bicycle
and
pedestrian
environment,
winter
maintenance.
For
the
same
there
was
also
feedback.
D
D
So,
as
was
mentioned,
you
know
the
tap
wanted,
updated
language
on
freight
micro,
mobility
and
green
storm
water
infrastructure.
Those
are
the
big
areas
identified
in
the
in
the
tap
to
be
updated,
so
for
freight,
we're
saying
that
the
new
policy
will
treat
large
trucks
and
smaller
delivery
vehicles
differently.
Large
trucks
are
usually
handled
better
operationally
with
special
event
permits
or
other
one-off
considerations,
but
smaller
delivery
vehicles
are
more
constant
and
they're
a
more
routine
part
of
life,
and
so
they
have
different
needs.
D
Green
stormwater
infrastructure-
you
know,
allison
bell-
is
on
the
call
today
she's
my
first
go-to
resource
for
green
storm
water
infrastructure.
These
days
we
have
new
policy
requirements
and
a
new
permit
through
mpca
and
pca,
and
so
it's
important
that
our
language
and
the
complete
streets
policy
reflect
similar
sentiments.
D
As
we
talk
about
linear
reconstructions,
we
also
described
some
potential
treatments
available.
You
know
some
green
stormwater
infrastructure
is
above
ground.
It
takes
space
in
the
right
of
way
and
it's
relatively
less
expensive
to
install,
but
some
of
this
infrastructure
can
take
place
below
ground
and
it
doesn't.
It
isn't
visible,
it's
something
it's
happening
successfully,
but
you
don't
necessarily
know
it.
D
I'm
sure
this
group
and
members
of
this
committee
are
familiar
with
the
street
design
guide
process
and
the
content
of
it,
and
you
know
the
complete
streets
policy.
Is
we
want
these
plants
to
work
together,
but
we
didn't
want
to
replicate
the
same
level
of
detail
that
exists
in
the
street
design
guide,
and
so
we
just
point
to
it.
But
we're
not
going
to
you
know
echo
the
same
language,
because
that
would
be
a
little
redundant.
D
D
So
when
we're
talking
about
construction
impacts,
we're
committing
to
providing
the
same
level
of
protection
for
people
walking
and
biking
during
construction
is
during
non-construction
conditions
and
we're
essentially
echoing
what
is
existing
in
street
operation
strategy.
Nine
in
the
transportation
action
plan
for
providing
safe,
direct
and
comfortable
temporary
facilities
for
non-motorized
users
and
inspect
and
enforce
non-compliance
and
construction
sites
without.
A
D
There
was
a
lot
of
time
and
effort
spent
on
winter
maintenance
for
the
walking
and
biking
components
of
the
tap,
and
so
you
know
to
reflect
that
hard
work
that
other
folks
put
into
this
we're
just
very
using
very
similar
language
choices
here
to
not
change
the
direction
that
the
tap
gave
us,
and
this
is
also
an
alignment
with
the
2018
bicycle
and
pedestrian
winter.
Maintenance
study
that
the
city
did
a
couple
of
years
ago.
D
For
the
exemptions
process,
as
I
hinted
earlier,
there
was
a
an
exemption
component
to
the
original
policy,
but
we
have
now
removed
the
exemptions
process
entirely
from
the
complete
streets
policy.
This
is
because
all
projects,
you
know
we're
committed
to
saying
all
projects
will
be
developed
in
accordance
with
our
complete
streets
policy,
and
you
know
we
have
a
complete
street
process
which
will
get
us
to
the
right
street
with
the
right
facilities
on
it.
And
so
there
are,
you
know,
site-specific
considerations.
You
know
historic
bridges
or
section
106
archaeological
considerations.
D
You
know
there
could
be
anything
on
a
project,
and
so
we
don't
want
to
be
so
prescriptive
that
we're
building
out
something
you
know
we
want
to
engage
with
the
community
and
come
to
an
agreement
on
what
the
right
facility
looks
like
holistically.
Instead
of
having
it
be
super
top
down.
You
know
we're
going
to
build
something
with
those
considerations
in
mind,
but
in
the
end
the
intention
is
for
every
street
in
the
city
to
be
a
complete
to
have
followed
our
complete
strengths
process,
and
there
won't
be
an
exemption
to
that.
D
So
we've
added
language
recognizing
that
increases
in
delay
are
not
the
driving
force
of
design
and
operations
decision
making.
That
is
also
in
alignment
with
the
tap.
You
know
something
that
we
have
in
the
tap
and
it's
something
that
our
partners
still
use,
but
we're
saying
as
a
city,
it's
not
as
important
to
us.
D
So
the
definition
of
a
complete
streets
process
is
found
sort
of
the
bottom
half
of
the
first
page
of
the
document,
and
I
want
to
say
straight
up:
it
is
borrowed
heavily
from
smart
growth.
America.
I
do
not
want
to
take
a
lot
of
credit
for
this,
because
there
were
a
lot
of
other,
very
smart
people
who
did
this.
D
D
We've
moved
a
couple
of
components
around
that
had
been
at
the
bottom
of
paragraphs
moving
to
the
top
of
paragraph,
so
it's
not
identical,
but
I
cannot
take
credit
for
it
because
it
was
borrowed
heavily
from
smart
growth,
america,
but
we
want
to
say
that
we're
referring
to
a
complete
streets
process,
not
a
complete
street
noun
thing,
and
it's
just
important
that
we
all
agree
on
what
that
process
is.
So
that's
on
the
first
page
of
the
document.
D
Some
of
the
components
are
very
familiar
to
folks,
first
of
all,
we're
using
the
same
color
scheme
as
the
tap,
so
it
you
know
fits
into
the
street
design
guide
also,
but
we're
also
using
some
of
the
same
icons
too.
So
we
have
two
different
pedestrian
icons
here
and
then
we've
added
some
mobility
aids
wheelchairs,
other
folks,
walking
and
rolling
to
be
at
the
top
of
a
little
hierarchy
below
that
before
we
had
biking
and
transit.
We've
now
added
micro
mobility,
because
we're
treating
like
mobility
similar
to
bicycles.
D
So
it's
in
the
same
tier
below
that
we
have
auto
travel
and
small
delivery
vehicles.
This
looks
like
a
smaller
truck.
It's
also
meant
to
be
representative
of
private
vehicles
being
used
for
bike
squad
or
anything
else,
and
I
will
call
out
on
this
car.
There
are
two
people
in
this
car.
This
car
is
meant
to
reflect
single
occupant
vehicles,
high
occupancy
vehicles.
It's
also
meant
to
reflect
cars
driving
and
cars
parked.
D
Then,
at
the
bottom
of
the
triangle
we
have
large
freight
vehicles
as
where
we
would
want
to
put
it's
just
at
the
bottom
of
the
triangle.
It's
not
where
we're
putting
the
majority
of
our
emphasis.
The
majority
of
this
is
people
walking
and
rolling,
and
then
throughout
all
projects
we
have
green
storm
water
infrastructure.
D
That
so
I'm
almost
done
just
a
couple
more
slides
and
I'm
happy
to
take
some
questions.
I
just
want
to
reiterate
that
we're
integrating
this
updated
policy
with
other
city
plans
and
policies
working
towards
the
city-wide
transportation
goals
for
the
tap.
You
know
the
the
documents
that
we're
talking
about
mostly
today,
the
tab,
complete
streets
policy
and
the
street
design
guide,
all
being
updated.
D
So,
as
I
mentioned
at
the
top,
you
know
I'm
here
with
the
pac
committee.
The
goal
right
now
is
to
go
to
the
october
27th
transportation
and
public
works
committee
with
eventual
city
council
adoption.
Then
that
would
be
in
november,
but
this
is
the
timeline
we're
at
right.
Now
we
have
built
in
enough
time.
B
E
Hi,
I'm
kind
of
ready.
I
guess
I
would
say
that
we
so
I
took
over
the
seat
on
the
work
group
after
jim
walsh,
left
the
pedestrian
advisory
committee
and
together
with
ash
from
our
streets
and
alyssa,
from
move
minnesota
and
alex
from
move
minneapolis
at
the
time
we
kind
of
put
together
a
list
of
edits,
and
then
we
did
get
to
have
a
follow-up
meeting
with
katie
and
some
other
key
people
in
public
works,
and
they
really.
E
E
Don't
that
feel
like
don't
follow
this
policy.
So
it's
it's
interesting
to
kind
of
hear
policy
creation
and
thoughts
behind
it.
When
we've
seen
it
on
the
ground
action
we
would
say,
doesn't
go
up
to
snuff,
to
the
original,
complete
streets
policy
and
now
we're
kind
of
seeing
a
policy
that
is
trying
to
incorporate
a
lot
of
other
language
into
key
areas,
much
more
than
just
freight
that
will
almost
maybe
potentially
effectively
water
down
this
policy.
E
So
thank
you
katie
for
your
presentation,
because
I
think
it
does
make
things
clearer,
but
I
saw
a
lot
of
questions
on
it.
I'm
guessing
other
people
have
ideas,
so
I
want
to
open
the
floor,
but
yeah
I
got
a
lot
of
I.
I
got
to
give
a
lot
of
good
feedback
to
to
katie
and
the
team
who
are
doing
this
and
I
think
we're
where
we
are
now.
I
can't
say
that
that's
it's
not
my
ideal,
but
you
know
it's
not
where
I
was
afraid
it
would
be.
C
C
I'm
wondering
katie
if
you
can
address
two
things.
The
first
is
how
this
document
will
be
used.
The
last
one
was
really
hard
to
find
and
was
a
great
document,
but
sounds
like
it
wasn't.
The
audience
may
not
have
been
clear,
and
the
second
is
how
this
fits
into
the
latest
ipcc
report
and
really
addressing
getting
to
like
how
fast
are
we
going
to
be
able
to
apply
this?
D
All
projects
to
tpw
and
misspoke
get
the
complete
streets
checklist,
and
so
that's
what
the
staff
fills
out.
Okay,
these
are
the
requirements
of
the
complete
streets
policy
and
how
are
you
responding
to
those
requirements,
and
so
that
will
be
updated
in
tandem
with
this
document,
so
the
project
managers
are
taking
or
are
demonstrating
that
the
projects
have
taken
into
consideration
the
policy
as
part
of
their
project
development,
and
so
that
checklist
is
part
of
the
tpw
process.
C
D
It's
how
we
make
decisions
and
how
we
develop
projects,
and
so
it's
you
know,
as
the
project
manager
moves
things
forward,
which
then
go
to
public
for
review
and
comment
and
come
back
it's
similar
to
having
our
ordinance
book.
It's
not
an
ordinance,
but
it's
you
know
one
of
those
touch
points
the
city
policy
of
how
we
operate.
D
And
so
your
second
question
was
about
the
ipcc
report,
and
so
the
ipcc
report,
of
course
came
out
after
the
development
of
this
document
was
underway.
But
the
sentiment
of
how
the
city
has
declared
climate
action
or
climate
change
as
requiring
the
action
has
been
folded
into
this
document,
and
the
concerns
about
stormwater
needs
have
been
folded
in
as
part
of
the
chapter.
54
ordinance
update
the
green
stormwater
infrastructure,
and
so
it
is
reflective
of
those
themes
and
concepts
that
have
been
expressed
in
other
places.
B
G
H
C
C
Is
it
the
case
that
we'd
be
able
to
use
this
modal
priority
and
really
rethink
streets
in
a
way
that
isn't
about
bike
lanes
as
what
works
for
bikes,
but
more
about
shared
streets
or
really
slowing
vehicles?
Down
to
you
know
five
miles
an
hour
design
speed
so
that
we're
not
limiting
what
vehicles
are
there,
but
we
are
shifting
how
they
move.
D
G
Do
a
brief
introduction
here
and
then
I
think
nicole,
will
we'll
do
the
bulk
of
the
presentation.
Thank
you,
nicole,
dr
morris,
for
being
here
and
so
just
a
brief
introduction.
Here
is
last
year
the
the
city
decided
to
support
a
grant
application
by
the
university
of
minnesota
to
do
some
analysis
of
pedestrian
safety
around
specifically
around
both
signalized
and
unsignalized
intersections
and-
and
I
think,
from
just
from
the
speaking
solely
from
the
public
works
perspective.
G
And
so
we
really
appreciate
the
opportunity
to
partner
with
dr
morris
and
the
university
on
the
elements
in
here
and
are
really
planning
to
use
some
of
the
the
results
of
this
to
help
inform
our
our
continued
expansion
of
division
zero
program.
So
with
that,
I'm
going
to
kick
it
over
to
dr
morris
for
the
details.
I
F
I
Eye
on
the
chat,
so
if
there's
any
questions
and
and
maybe
ethan
you
can
help
me
keep
a
heads
up.
This
is
this:
is
the
I'm
I'm
so
lucky
to
do
the
type
of
research
that
people
can
really
understand
and
engage
in,
so
there's
always
lots
of
great
questions,
and-
and
so
I
really
love
that
about
this
work.
I
So
I
want
to
give
you
a
little
bit
of
background
on
the
the
history
of
this
study
so
years
ago.
Mndot,
who,
who
is
a
primary
funder
of
my
research,
had
a
big
question,
which
is
how
effective
is
high
visibility,
enforcement
and
improving
pedestrian
safety?
You
know
so
so.
This
was
really
a
time
when
everyone
was
starting
to
notice
what
was
going
on
with
pedestrian
deaths
and
they
had
a
lot
of
questions
about
what
was
happening
with
st
paul
police
department.
The
the
stop
for
me
program.
I
Is
it
a
feel-good
program,
or
is
this
actually
resulting
in
behavior
change?
So
they
wanted
someone
to
experimentally.
Look
at
that
that
research
question,
so
we
partnered
with
with
dr
ron
van
hounten.
We
really
did
a
multi-disciplinary
approach
to
this
study
so
rather
than
simply
look
at
what
the
stop
for
me
program
is
really
implement
a
lot
of
what
ron
had
done
and
and
florida
and
michigan
and
canada,
and
so
really
doing
this
multi-disciplinary
layered
approach.
I'm
going
to
go
through
this
very
quickly.
I
To
give
you
a
little
bit
of
background,
so
we
collected
our
baseline
data
prior
to
our
first
wave,
and
this
is
doing
stage
crossings
at
16
crosswalks
across
minneapolis.
Excuse
me
across
involved,
and
we
found
about
32
percent
of
drivers
were
stopping
for
us,
so
we
really
wanted
to
drive
that
that
number
up
so
our
first
wave,
we
did
education
and
police
warning.
So
half
of
the
study
sites
received
high
visibility
enforcement
police
were
only
handing
out
warnings.
No
actual
tickets
happened
at
that
time.
I
Wave
two
was
maybe
these
signs
are
familiar
to
you.
Oh
excuse
me.
I
went
too
fast
here
the
the
feedback
sign,
so
these
went
up
at
the
second
wave,
so
this
is
about
six
weeks
later
off.
The
first
wave
and
police
enforcement
began
with
ticketing,
so
you
know
we're
still
doing
a
lot
of
education
that
these
signs
are
updating.
Weekly
and
police
are
continuing
to
do
high
visibility
enforcement
into
the
the
third
wave.
I
So
this
is
what
the
shape
of
of
the
data
looked
like,
then,
so
the
the
red
line,
our
treatment
sites,
just
by
sort
of
chance
alone,
they
were
started
off
a
little
bit
worse
than
our
generalization
sites.
So
these
are
sites
that
we
are
hoping
to
change
through
a
citywide
movement
but
they're
not
receiving
any
active
enforcement
or
treatment.
I
I
Can
we
expand
a
program
like
this
to
signalize
intersections?
We
were
only
looking
at
marked
uncivilized
crosswalks
in
that
study
and
and
many
pedestrians
are
killed
at
signalized
intersections,
and
so
how
can
we
potentially
expand
this
into
those?
And
then
one
of
the
most
important
questions
was:
what
was
the
result
of
the
effect?
Did
it
really
come
from
enforcement?
I
Did
it
come
from
the
engineering
changes?
That's
where
you
really
saw
the
biggest
jump
in
that
data,
but
of
course,
there's
a
time
component.
Perhaps
these
treatments
are
additive
or
super
additive,
and
our
research
question
question
with
that
study
was
not
to
tease
out
the
strength
of
the
individual
treatment
components.
It
was
to
look
at
the
program
itself,
so
we
really
wanted
to
look
at
specifically.
Could
you
do
a
program
like
this
without
enforcement,
and
do
you
need
enforcement
I'd
like
to
to
say
that
this
was
a
really?
I
I
So
this
gives
you
a
sense
of
the
the
scope
of
our
treatment
sites,
so
those
that
are
receiving
engineering
treatment
and
those
are
what
we're
calling
generalization
sites,
those
that
have
no
treatment
across
the
city
of
saint
paul,
which
is
quite
sprawling.
We
try
to
to
get
as
equitable
as
we
can,
and
we
also
took
a
really
data-driven
approach.
I
So
we
were,
you
know:
mining
through
crash
data,
looking
at
where
we
have
the
areas
that
are
most
prone
to
pedestrian
crashes
and
also
working
closely
with
the
city
to
to
see
you
know
which
of
these
could
be
eligible
for
potential
changes.
Where
would
they
be
willing
to
do
the
treatment
that
we're
asking
for?
So
you
can
see
those
that
are
not
filled
in
boxes.
I
I
And
so
we
we
sort
of
kind
of
went
through
this
elongated
pattern
and
and
again
we
were
trying
to
take
a
data-driven
approach
and
and
really
leaned
on
the
city
to
to
look
for.
Where
are
they
able
to
do
treatment,
implementation
and
really?
Looking
for
these
nice
eligible
adjacent
pairs?
One
of
the
challenges
and
in
minneapolis
different
from
saint
paul,
st
paul,
often
marks
unsignalized,
crosswalks
and
minneapolis
does
not,
and,
and
so
minneapolis
agreed
to
mark
these
crosswalks
for
the
research
study.
I
So
I
can
say
by
the
end
of
the
last
study
in
st
paul
when
we
had
yielding
very
high
at
our
our
treatment
sites.
You
know
some
of
these
sites
we
would
be
80.
90
percent
of
drivers
were
stopping
for
us
at
those
sites.
We
got
performance
so
so
high,
but
you
know
I
could.
I
could
look
down
the
street
and
call
out
long
before
a
driver
got
to
us
whether
or
not
they
were
going
to
stop
just
purely
based
on
their
speed.
I
Okay-
and
this
is
our
preliminary
data,
so
this
is
pulling
the
the
averages
and
from
from
both
cities
across
all
of
our
our
our
sites,
so
things
weren't,
looking
so
hot
for
minneapolis
and
in
the
baseline,
and
this
is
prior
to
those
markings
going
and
so
once
the
the
markings
went
in
in
that
first
week
we
did
see
a
really
nice
jump.
I
mean
it
was
a
noticeable
change
and-
and
you
may
be
thinking-
you
know-
30
of
drivers
or
35
percent
of
drivers
is
nothing
to
to
brag
about.
I
Now
everything
is
looking
pretty
flat
for
both
cities
and
and
so
we
we've
sort
of
been
in
a
perfect
storm
of
of
events
dealing
with
covid
and
and
all
the
other
sort
of
shortages
and
and
budget
issues
and
backups
that
we
have
and
sort
of
every
domain
of
life.
And
so
both
cities
have
been
really
having
a
hard
time
getting
the
the
planned
implementations
going.
So
we
did
have
that
kind
of
initial
bump.
I
We
had
a
couple
changes
that
have
happened
as
of
late
one,
one
number
that
you
can't
really
see
very
well
in
these
averages,
but
is
chicago
and
15th,
and
that
one
we
really
started
to
get
up
to
about
70
percent,
yielding
which
was
remarkable
when
we
started
at
maybe
15
percent.
But
there
was
a
traffic
signal
that
had
been
deactivated
and
it
was
turned
into
a
four-way
stop.
I
While
some
construction
was
underway
that
that
appears
to
have
been
kind
of
modifying
traffic
in
a
way
that
was
really
working
to
our
favor
and
letting
those
baller
bump
outs
really
work
their
magic
and-
and
we
were
getting
really
good
numbers.
But
now
that
that
traffic
signal
is
operational,
speeds
are
back
up,
these
big
packs
of
vehicles
are
going
through
and
and
pretty
much
all
of
those
gains
have
been
lost,
which
is
is
really
hard
to
see.
I
St
paul
has
started
to
get
some
implementation
and
and
so
you're
starting
to
see
that
kind
of
rise
coming
up
and
I
suspect
we're
gonna
get
over
60,
probably
in
the
next
couple
of
weeks,
with
the
changes
we're
starting
to
see
happen
with
those
r1
drastic
signs
going
in
in
st
paul.
Those
just
went
in
last
week
and
we're
hoping
that
we'll
finally
start
to
see
a
big
push
of
of
treatment
going
in
in
minneapolis
in
the
coming
weeks.
I
So
a
couple
sort
of
big
takeaways,
which
I
know
that
that's
a
very
lackluster
graph
so
so
I'll
see
what
I
can
glean
for
you
out
of
it
really
big
picture.
I
mean
it's
it's
clear
that
minneapolis
is
lagging
behind
saint
paul
and
driver
compliance
to
the
minnesota
crosswalk
law.
It's
there's
really
just
a
pure
difference
in
culture
between
the
two
cities,
which,
quite
quite
honestly
I
wasn't
expecting.
I
I
would
have
expected
there
to
be
more
spillover
across
the
two
cities
of
sort
of
a
blended
fleet,
but
but
it
really
does
appear
to
be
just
a
difference
and
and
behavior
around
crosswalks,
where,
if
you're
driving
in
st
paul
it's
it's
local
culture
to
stop
and
if
you're
driving
in
minneapolis,
it
really
is
not.
Now,
whether
or
not
that's
purely
the
law,
we
did
do
a
a
survey
and
we
found
that
the
knowledge
of
the
law
was
lower
among
the
respondents
that
reported
from
being
from
minneapolis
and
st
paul.
I
So
there
could
be
some
differences
in
in
the
lab,
but
largely
this
is
a
lot
of
modeling
and
reinforcement
of
the
law.
So
you
know
we'll
see
what
happens.
We
don't
have
a
lot
of
time
left.
We
only
have
about
a
month,
and
maybe
one
week
we'll
see
what
we
can
get
if
we
can
pull
off
the
snow,
we'll
continue
to
go
as
long
as
we
can,
but
the
snow
is
really
our
stopping
point.
I
Speeds
are
definitely
also
a
big
problem,
so
you
know
if
there
couldn't
have
been
a
more
perfect
storm
of
events
for
us
to
to
be
doing
this
work.
You
know
kicking
off
the
study
at
the
start
of
coved
and
then
all
of
the
traffic
changes
that
really
came
to
play
with
covet
and
and
so
speeds
I'd
say,
are
really
out
of
control
in
both
cities.
We
see
you
know
some
parts
of
minneapolis.
Some
some
of
our
sites
feel
far
more
dangerous
than
others
and
speed
is
usually
the
issue.
I
So
so,
until
we
really
get
a
hold
of
the
the
speed
problems
in
our
city,
I
don't
foresee
us
making
a
lot
of
headway
and
improving
driver
compliance
to
the
crosswalk
law,
but
we
do
need
to
figure
out
a
better
way
to
be
reinforcing
that
it
is
law
that
it's
not
a
st
paul
law.
I've
heard
people
tell
me
that
that
it
is
state
law
and
hopefully
we
can
improve
compliance
at
some
point
all
right.
So
I
know
that
was
very
fast,
but
hopefully
we've
got
some
good
questions.
G
And
just
just
to
note
that
we
do
plan
to
come
back,
I
think
to
the
committee,
or
at
least
I
will
come
back
and
do
my
best
if
dr
morris
isn't
able
to
attend
when
the
when
the
research
project
is
done,
complete
or
which
would
be
sometime
next
year
and
so
we'll
be
able
to
share
all
the
details
at
the
end.
A
couple
other
things,
I'll
just
note,
is
sort
of
dr
morris
mentioned
sort
of
the
waves
of
things
in
minneapolis.
We
were
initially
going
to
be
doing
so.
G
The
first
wave
was
like
installing
across
mark
crosswalk.
Second
wave
at
unsignalized
intersections
was
at
some
sort
of
ballard
improvement,
ballard
median
or
ballard
bump
out,
as
was
mentioned,
we're
a
little
behind.
We
still
haven't
implemented
all
of
our
phase
two
improvements
at
all
the
locations,
which
I
think
is
impacting
our
data
too
likely
and
then
at
signalized
intersections.
G
It's
mostly
like
ballard
center
lines
and
some
bothered
bump
outs
as
well
and
then
phase
three
we're
we're
looking
at
some
adjustments,
but
we
are
going
to
test
some
of
those
center
line.
Stop
for
state
law,
stop
for
pedestrians
and
crosswalks
signs,
because
we
haven't
used
too
many
of
those
in
minneapolis.
We
want
to
really
see
how
that
impacts
things
and
we
also
have
been
doing
some
leading
pedestrian
intervals
as
well
at
some
of
the
signalized
intersections.
G
I
G
I
I
Conflict
points
is
harder
to
capture,
so
we
we
can
stage
the
the
conflict
between
pedestrians
and
drivers
at
the
uncivilized
crosswalks,
and
so
that
allows
us
to
sort
of
simulate
that
interaction
and
and
get
hundreds
of
data
points.
It's
far
harder
to
stage
that
conflict,
to
sort
of
be
right
there,
when
a
driver
wants
to
turn
right
or
left
at
an
intersection
when
you've
got
the
walk
signal,
and
so
we
have
that
data.
I
F
Yeah,
I
do
have
a
question,
although
I
think
it
would
be
nice
to
know
too,
if
you
all
want
any
specific
feedback.
That'd
be
great,
my
name's
austin
member
of
the
pack.
That
was
a
really
great
presentation.
So
thanks
for
sharing
that
information,
I
like
researchers,
who
can
share
information
in
a
really
easy
to
understand
way
for
people
that
aren't
experts
in
it.
So
I
appreciate
that.
A
F
Yeah,
the
idea
of
more
information
is
certainly
great
like
when
they
were
giving.
The
presentation
I
was
thinking
well.
Are
there
correlations
between
stopping
for
pedestrians
and
like
neighborhoods,
of
different
socioeconomic
statuses,
neighborhood
design
things
like
that
more,
like
neighborhood
effects
of
these.
A
F
Well,
so
that
would
be
like
my
first
question:
if
you
could
speak
to
that,
that'd
be
great.
My
second
question
might
be
a
little
bit
more
controversial,
but
I'm
curious
to
know
your
thoughts
on
automated
enforcement
remedies
for
this
problem.
I'm
from
illinois,
so
I'm
very
familiar
with
like
red
light
photo
enforced
intersections
in
chicago.
We
have
speeding
photo
enforcement
as
well
in
certain
safe
zones.
I'm
curious
to
know
if
you
all
have
any
thoughts
on
that
or.
I
F
I
Papers
on
the
topic
yeah,
so
so,
to
your
first
question
I
mean
I
would
say
that
there
there
are.
There
are
obvious
differences
that
that
we
can
see
across
the
city.
I
would
say
it's
a
the
differences
are
a
little
flatter
in
in
minneapolis.
Just
because
we're
kind
of
at
a
floor
effect
like
things
are
so
bad.
It
like
you,
can't
get
much
more
bad
than
bad
and
so
there's
just
varying
levels
of
bad
for
for
the
yielding
at
the
uncivilized
intersections.
I
But
you
know
I
would
say
that
our
north
minneapolis
sites
are
are
tend
to
be
slightly
worse
performing
than
our
south
minneapolis
sites,
but
not
not
a
huge,
huge
difference.
You
know
they're
both
pretty
bad,
but
I
will
say
that
I
probably
notice
higher
speeds
at
some
of
our
north
minneapolis
sites
and
then
than
our
south
minneapolis
sites.
But
but
again
it's
it's
a
close
call
in
st
paul
same
thing.
You
know
some
of
our.
We
have
sites
up
on
maryland,
avenue
on
on
the
east
side
of
saint
paul.
I
Those
tend
to
be
worse
performing
than
than
you
know.
Our
couple
of
our
sites
that
are
in
highland
park
and
in
st
paul,
so
you
know,
differences-
do
exist
depending
on
kind
of
the
socio-demographic
components
of
the
city,
but
even
you
know
maryland
avenue
when
we
started
back
in
2018.
That
was
a
really
poor
performing
site
and
and
it's
it's
a
dream
to
cross
in
comparison
to
to
some
of
what
it
was
like
back
then
so
you
know,
I
think
none
of
these
issues
are
unsolvable.
I
You
know-
and
I
think
you
know
it
you're
not
going
to
solve
it
overnight,
but
I
think
you
can
you
can
see
this
driver
culture
change
in
every
pocket
of
the
city
and
and
so
that's
kind
of
the
the
big
benefit
of
of
doing
a
street.
A
city-wide
implementation
like
this,
so
so
automated
speed
enforcement
yeah,
I
mean
you
know
it
works.
I
I
don't
know
what
what
more
there
is
to
say
other
than
it
works,
and
it
shouldn't
be
controversial.
I
I
would
say
it's
controversial,
because
people
want
to
speed
and-
and
that's
really
I
I
guess
you
have
me
on
record-
because
this
is
being
recorded,
but
it's
sort
of
a
straw.
Man
argument
that
you,
you
know
people
want
to
make
it
about
a
number
of
things
and
and
if
you
sort
of
address
those
issues
they're
going
to
pop
to
a
different
issue
for
for
why
they're
against
automated
speed
enforcement.
But
I
do
think
that
there
are
challenges
to
it.
I
G
Yeah,
just
to
one
note,
there
was
a
question
about
what
you're
hoping
to
get
out
of.
I
should
have
mentioned
the
beginning.
We
were.
There
was
a
request
that
we
come
and
present
on
this.
So
we
are
fulfilling
that
request
to
share
information
about
this
program
and
just
be
able
to
answer
questions.
So
that's
why
we're
here?
We're
not
we're
not
asking
for
resolution
or
anything
like
that.
G
I
And
I
put
a
in
the
chat,
a
link
to
the
website
that
we
have
for
the
study.
So
so,
if
you
want
to
take
a
dive,
we
update
the
the
numbers
each
week
and
you
can
see
the
study
site
locations
and
some
of
the
results
from
our
surveys
and
the
pledge
and
all
the
things
that
you
might
want
to
know.
But
but
you
can,
you
can
always
email
me.
I'm
going
to
type
my
email
in
the
chat
as
well,
so
well,
paul.
H
H
So
I'm
wondering
if
for
ethan,
if
you
know
city
of
minneapolis
is
doing
any
speed
studies
to
see
if
that's
had
any
effect
on
reducing
you
know
actual
speeds,
then,
as
a
follow-up,
you
know
you
know,
I
know
automated
enforcement
is
big,
but
I
think
it's
going
to
be
a
while
before
you
get
that
approved
by
the
legislature.
And
you
know,
traffic
enforcement
by
police
officers
is
a
controversial
issue.
So
what
what
ideas
do
two
of
you
have
to
try
to
reduce
speeds
without
using
automated
enforcement?
G
Well,
I
think
this
could
be
a
whole
other
topic
for
the
future
meeting.
Maybe
you
know
a
peter.
You
can
cut
me
off
when
you
have
to,
but
you
know
a
couple
things
you
know.
First
of
all,
we
we
have
done
some
initial
studies,
more
focused
on
some
specific
locations
where
we
were
using
dynamic,
display
signs
which
are
those
like
your
speed
is
signs
in
coordination
with
the
reduced
speed
limit
and
we
were
seeing
very
positive
results
at
those
locations.
G
G
I
F
I
Think
you
know
there
are:
there
are
market
differences
between
the
two
cities
and
how
the
the
police
departments
enforce
traffic
safety,
and-
and
so
you
know,
it's
definitely
something
that
that
we'll
be
doing
our
best
to
capture
it's
hard
to
experimentally
control.
For,
but
you
know
it's
one
of
those
things
that
we
can't.
We
can't
discount
the
effects
that
that
we're
seeing
between
the
two
cities
and
how
the
two
police
departments
enforce
traffic
safety.
C
At
least
in
my
experience
in
minneapolis,
police
are
absolutely
constantly
breaking
basic
laws
around
pedestrian
safety,
in
particular,
blocking
sidewalks
and
all
that.
And
when
you
talk
about
a
difference
of
culture,
I'm
wondering
how
having
city
officials
model
dangerous
behaviors.
If
you're
able
to
compare
the
behaviors
of
different
city
agencies
or
across
the
city
police
department,.
A
Thanks
ethan,
this
is
for
you,
you
were
talking
about
the
when
you
put
up
those
signs
that
read
out
what
mileage
you're
doing,
how
fast
you're
going
is.
Is
it
a
budget
issue
that
they
aren't
more
used
more
more
often,
or
is
it
just
you're
making
consider
decisions
on
where
you
place
those
because
I
think
they're
helpful.
I
think
they're
helpful
to
anybody
who's
driving
and
I
wondered
if
it
was
a
budgetary
issue
or
if
it's
just
you're,
making
specific
decisions
about
high
traffic
areas.
G
We
we
do,
we
have
expanded
the
number
of
those
that
we
have.
You
can
request
them
and
we
move
them
around
because
we
find
they
are
most
effective
when
you
move
them
around,
and
so
that's
kind
of
why
we
do
it
that
way.
I
think
saint
paul
has
a
bit
more
more
stationary
ones.
But,
honestly
we
continue
to
look
at
all
those
things
and
yeah
it
costs
money,
and
you
know
we
do
have
a
number
of
them.
G
Yeah
individuals
and
neighborhoods-
and
you
know,
you'd-
be
a
three
one,
one
or
yep
that
we
have.
We
have
a
forum
online
too,
so
yeah
you
can
so
and
we
get
a
ton
of
requests
and
we
respond
to
that,
but
also
to
data,
and
you
know
trying
to
make
sure
we
get
them
around
the
city
and
so
yeah.
Okay,
thanks.
B
B
J
Hi
everybody,
so
I'm
going
to
share
my
screen,
so
I
was
asked
to
come
today
to
give
this
committee
kind
of
a
an
update
and
overview
of
our
green
infrastructure
program.
So
I
have
been
the
green
infrastructure
coordinator
for
almost
a
year
now,
so
my
role
is
half
with
our
transportation
planners
and
half
with
our
surface
water
sewer
division
to
get
green
infrastructure
on
our
roadway
projects,
our
transportation
projects.
So
I
thought
today
would
be
good
to
talk
a
little
bit
about
a
program
summary
and
update.
C
J
J
So,
first
just
some
real
quick
definitions.
Our
green
infrastructure
program
is
really
split
into
two
entities.
One
is
what
we
call
sustainable
landscaping
and
the
other
is
green,
stormwater
infrastructure,
so
sustainable
landscaping
is
going
to
be
actions
like
preserving
existing
trees
and
adding
trees,
native
landscaping
and
pollinators
and
reducing
impervious
just
as
a
policy,
whereas
green
stormwater
infrastructure
is
things
like
fire
retention
and
tree
trenches,
designs
that
are
made
to
manage
stormwater
in
addition
to
adding
green
space
and
letting
the
water
stay
where
it
falls,
which
is
kind
of
the
nature
of
green
infrastructure.
J
As
I
mentioned,
we
use
different
tools
to
help
us
understand
what
types
of
green
infrastructure
to
put
in
different
places
to
have
a
better
impact
based
on
the
problems
we're
seeing
or
the
opportunities
that
we
see.
So
these
are
two
examples
of
the
maps
we
used
on.
The
left
is
our
general
green
infrastructure
priority
map.
So
this
helps
us
understand
where
we
have
good
soils,
where
we
have
big
water
quality
issues
and
where
we
have
racial
injustices.
J
J
J
I
won't
bore
you
too
much
with
the
regulatory
side
of
the
stormwater
ordinance,
but
it
is
going
to
have
a
big
impact
on
our
transportation
projects.
So,
historically,
the
city
has
exempted
transportation
projects
from
the
stormwater
ordinance,
which
means
none
of
our
transportation.
Projects
have
had
to
meet
any
requirements,
but
that
is
now
changing
and
that
is
based
on
changes
to
the
national.
J
In
our
state
program,
as
katie
mentioned,
the
mpca
manages
the
permit
that
we
have
to
meet
so
we
are
not
doing
it
because
we
necessarily
want
to,
but
we
absolutely
do
have
to
so.
The
biggest
changes
that
we're
seeing
with
this
ordinance
are
that
we
no
longer
are
exempt
so
now,
transportation
projects
have
to
look
at
the
regulations
and
see
whether
or
not
they
need
to
meet
the
requirements,
and
those
requirements
have
have
decreased
significantly
from
what
they
were
before
so
just
to
lay
it
out
there.
J
The
the
ordinance
will
go
into
place,
beginning
of
2022,
so
all
of
our
projects
moving
forward
that
are
being
constructed
next
year,
we'll
have
to
will
be
subject
to
the
ordinance
you
trigger
the
ordinance.
If
you
disturb
over
half
an
acre
so
just
to
help
visualize
that
that's
about
a
little
more
than
half
a
typical
city
block
from
right-of-way
line
to
right-of-way
line-
and
it
wouldn't
include
things
like
individual
intersections
or
medians,
or
anything
like
that-
that
would
be
very
unlikely
to
trigger
the
ordinance.
J
We
don't
have
to
worry
too
much
about
that,
but
just
high
level
for
the
volume
control
it
means
we
have
to
do
this
calculation,
but
based
on
the
project
size,
we
have
to
provide
space
to
infiltrate
a
certain
volume
of
water.
So
that
means
that
you
have
to
have
a
buyer
retention
area
or
a
tree
trench
or
an
underground
storage
treatment
that
takes
and
runoff
from
the
road
and
removes
the
pollutants.
J
So
you
have
to
you
have
to
provide
space
equivalent
to
that
that
volume
and
I
can
get
into
the
nitty
gritty
of
that
if
anyone's
interested
and
then
the
other
one
I
mentioned
the
water
quality
control
is
that
you
need
to
remove
about
70
percent
of
a
few
pollutants
from
the
stormwater
before
it
leaves
your
site.
So
that
means
that
if
you
picture
a
typical
road
70
of
the
road
to
drain
into
something
like
a
rain
garden
or
an
underground
storage
that
will
remove
pollutants.
J
So
just
to
give
you
a
general
sense
of
you
know
how
that
would
impact
a
typical
project
as
we're
all
competing
for
space
in
the
right
of
way.
This
is
going
to
come
in
there
and
we're
going
to
have
to
get
a
little
bit
more
creative
about
how
we
find
space
to
to
meet
this
requirement
with
you
know,
while
aligning
with
all
the
other
priorities
that
we
have
in
the
right
of
way.
J
J
J
J
J
So
we
reduce
that
impervious
area.
We
treat
the
storm
water
and,
of
course,
we
create
a
beautiful
place
for
pedestrians
and
bikes
to
to
go
by
so
just
to
show
you
what
we
what
we
come
up
with.
Basically
are
these
standard
design
approaches?
So
we
have
our
typical
safety
improvements,
whether
it's
this
protected
bike
lane
that
I'm
showing
or
bump
out
curb
extensions.
J
These
all
provide
additional
space
that
doesn't
need
to
be
concrete.
We
can
convert
it
to
green
infrastructure.
So
what
we
do
is
we
we
work
on
that
on
a
project
and
then
we
create
a
standard
design
with
it,
and
we
make
sure
everybody
looks
at
it
to
make
sure
that
we're
not
conflicting
with
anybody
and
that
everyone's
comfortable
with
any
safety
concerns
so
just
want
to
point
out
a
couple
things
we
took
into
account
for
this
design.
J
And
then
we
have
a
six-inch
buffer
space.
Actually
that
separates
the
curb
from
the
green
infrastructure,
and
then
we
start
to
go
down
at
three
to
one
really
gentle
slope
into
the
middle,
and
then
we
have
our
green
infrastructure.
Can
you
know
pond
water
in
the
middle
and
then
goes
back
up
to
a
traditional
curb
and
the
roadway
on
the
other
side?
So
we
made
sure
that
we
had
sufficient
space
between
the
bike
or
ped
space
and
then
that
extra
buffer
and
then
a
gentle
slope.
J
So
those
are
the
types
of
things
we
look
at
when
we're
putting
green
infrastructure
in
the
right
way
and
along
with
these
projects-
and
then
I
was
just
gonna-
show
a
couple
of
pictures
of
what
this
looks
like
in
action.
So
these
are
your
standard,
curb
extension
bump
outs.
I'm
learning
a
lot
about
transportation
safety
in
my
capacity
here,
I'm
I
am
an
engineer
by
trade.
J
Our
native
grasses,
so
much
better
than
sod,
and
I
you
can
see
examples
of
that
all
over
the
the
city
thanks
to
the
drought
this
year,
but
those
native
grasses
will
go
deeper
into
the
ground,
their
roots,
so
they're
able
to
get
water
from
much
deeper
than
our
typical
sod.
So
we
need
less
water,
they're
also
hardier,
so
they
need
less
pesticides
and
herbicides.
They
need
to
be
maintained
and
mowed
less
so
less
resources
go
to
that
and
then
they
they
help
break
up
the
ground.
J
If
you
can
picture
that
with
the
roots
going
down,
so
water
is
able
to
go
down
instead
of
running
off
like
it
does
on
sod
and
concrete
and
then
on.
The
right
is
kind
of
even
an
upgrade
from
that
where
we
have
some
curve
extensions
up,
that's
up
in
hoyer
heights
in
northeast
minneapolis,
and
you
see
we're
able
to
cut,
put
a
little
cut
in
the
curb.
J
J
So
that's
my
general
overview
just
to
touch
a
little
more
on
what
we're
doing
about
climate
change
and
how
we're
addressing
that.
So
I
mentioned
the
sustainability
or
the
sustainable
index.
So
that's
a
big
tool
that
we
can
use
to
help
address
some
areas
where
we
have.
You
know
really
poor
performance,
and
we
really
need
to
see
that
tree.
Canopy
cover
that
really
that
will
help
address
the
one
of
our
biggest
impacts
here
in
the
city,
which
is
our
urban
heat
island
effect.
J
If
we
can,
if
we
can
get
water
to
to
land
and
infiltrate
where
it
lands,
instead
of
picking
up
speed,
heat
and
pollutants
and
going
very
quickly
to
the
river
and
causing
erosion,
concerns
and
water
quality
issues
in
the
river,
that's
that's.
Our
main
goal
is
to
protect
that
water
quality
resource
and
get
water
back
into
the
ground
where
we
can
all
be
using
it
instead
of
having
it
rush
away
very
quickly
into
the
river.
J
J
So
I
will
say
that
that
will
be
more
of
a
I'm
only
half
in
our
surface
water
and
sewer
department.
So
I
don't
address
like
our
big
modeling
and
flooding
concerns,
but
that
is
absolutely
that
we
have
an
entire
design
group
who
they
they
look
at
our
flood
inundation
map.
They
look
at
our
models.
They
look
at
predicted
future
expectations
for
what
our
rainfall
intensity
will
be
and
they
are
trying
to
solve
those
big
problems
so
for
what
we
can
do
on
transportation
projects
is
that
we
are
trying
to
so.
J
The
that
ordinance
that
I
mentioned
is
the
0.55
inches
of
the
right-of-ways
to
be
treated
with
that
with
that
ordinance.
So
that's.
If
you
can
just
picture
you
know
about
half
an
inch
of
rain
falling
on
the
impervious
area
in
the
right
of
way.
We
are
trying
to
prevent
that
from
going
anywhere
and
keep
it
right
on
the
site,
and
so
that's
our
our
dirtiest.
You
know
highest
need
for
water
quality.
J
You
know
much
broader
flooding
issues,
but
the
this
ordinance
coming
online
came
with
an
update
to
our
stormwater
manual
as
well,
which
will
reflect
our
understanding
that
our
that
our
intensities
have
changed
that
what
used
to
be
a
hundred
year
storm
is
no
longer
a
hundred
year
storm
and
that
that
duration
of
the
storm
isn't
what
we're
used
to
so
we're
basically
taking
those
and
putting
them
into
the
into
the
model
and
then
making
our
decisions.
Based
on
that.
J
Yeah,
that's
a
good
question.
I
know
when
we
when
we
work,
we
go
sewer
shed
by
sewer
shed
to
do
the
model
and
we
usually
work
with
a
consultant
when
we
do
that,
and
it
would
be
my
expectation
that
a
consultant
nowadays
would
be
some
doing
something
where
they're
using
actual
rain
gauges
or
actual
recent
events
to
to
determine
what
we
would
be
experiencing
now,
what
we're
predicting
in
the
future.
But
I
unfortunately
don't
exactly
know
that
to
that
level
of
specificity.
J
E
J
For
the
0.5
okay,
so
I
can
answer-
I
can
answer
that
so
the
the
half
inch
is.
You
basically
have
to
picture
it
as
an
instantaneous.
So
we
want
to
make
sure
that
you
know
say
we're
doing
like
a
rain
garden,
that
it
has
the
equivalent
space
in
that
rain
garden.
You
know
so
it's
usually
like
a
foot
or
so
deep
and
then
based
on
what
we're,
what
we're
collecting
we
make
sure
that
almost
instantly
we
can
collect
that
0.55
now
in
actuality.
That
0.55
is
coming
in.
You
know.
J
Obviously
we
know
it
rains
for
hours
at
a
time
it's
coming
in
it's
going
through
the
bioretention
media
and
going
into
the
ground,
so
we're
actually
being
very
conservative
with
just
planning
for
0.55
inches
when
we
know
we'll
definitely
get
more
and
for
that
water
quality
component.
That
I
mentioned.
That's
based
on
a
1.25
inch
storm
and
I
I
would
have
to
check
with
our
surface
water
and
sewer
what
what
curve
they're
using
for
that
and
I'm
sure
that's
being
updated
right
now
with
their
new
stormwater
manual.
J
And
I
do
know
that
they
they
like
to
check
that
for
a
specific
storm
and
then
also
on
an
average
annual
basis,
which
is
basically
what
a
model
looks
at.
What
happens
when
a
model
looks
at
what
happens
and
then
make
sure
that
we
can
accommodate
that,
make
sure
that
we
can
accommodate
storms
really
flashy
storms.
B
C
B
You're
working
better,
okay,
I
think
my
airpods
have
reaching
their
useful
life.
We
are
left
with
a
follow-up
on
our
ipcc
resolution
from
from
last
month
and
where
we
we
took
a,
I
guess,
a
more
generalized,
generalized
approach.
We
wanted
to
revisit
it
ideally
every
month
with
every
meeting
and
add
on.
J
B
C
I
think
a
lot
of
us
realize
that
having
separated
sidewalks
doesn't
really
feel
great
when
the
cars
are
going
30
miles
an
hour
as
jason
that
we
still
can't
hear
one
another.
We
still
don't
feel
safe
crossing
streets.
So
it's
not
just
about
mode
separation.
It's
really
about
the
speeds
of
vehicles
and
even
when
there's
bikes
on
the
sidewalk,
it's
so
often
about
how
much
faster
are
they
going
than
somebody
walking?
C
Is
there
enough
space
and
are
you
aware
of
them
approaching
so
kind
of
thinking
if
we
were
to
rethink
the
right-of-way
and
prioritizing
what
we
know
needs
to
happen
or
when
we
see
things
lashing
out
and
losing
that
physical
infrastructure?
What
might
that
look
like?
And
what
insight
do
we
have
as
the
pac
to
to
think
about
that
and
discuss
it
and
then
advise
the
city
on
it?.
B
B
B
To
bring
up
specifics,
bring
up
the
pedestrians,
the
pedestrian
nature
of
all
of
of
of
climate
action
and
and
and
we're
really
looking
for
all
the
help
we
can
get
from
our
from
our
fellow
members
here
on
that,
so
a
lot
more
discussion
on
that
we
have
a
couple
of
minutes.
Anybody
would
like
to
weigh
in
on
a
like
our
complete
streets
policy.
What
the
what
what?
What
resolution
we
might?