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A
B
A
Let
the
record
reflected
we
have
a
quorum
for
today's
meeting
with
that.
Our
agenda
is
before
us
and
we
have
12
agenda
items,
three
of
which
are
discussion
and
I
will
Begin
by
reading
through
our
consent
items.
The
first
item
is
the
2022
sanitary
sewer
availability
charge
appropriation
and
revenue
increase.
The
second
item
is
the
2023
Street
resurfacing
program,
project,
designation,
cost
estimate
and
setting
of
public
hearings.
The
third
item
is
a
contract,
an
easement
with
Canadian
Pacific
for
the
37th
Avenue
Northeast
Street
reconstruction
project.
A
The
fourth
item
is
the
Metro
blue
line
extension
business
advisory
committee
and
Community
advisory
committee
appointments.
The
fifth
item
is
agreements
with
the
Minnesota
Department
of
Transportation
for
the
Plymouth
Avenue
Bridge
Rehabilitation
project.
Item
number:
six
is
Parkway
neighborhood
street
reconstruction,
the
designation
process,
medicine
setting
of
public
hearing
item
number:
seven
is
the
capital
project
Closeouts
with
appropriation,
Bond,
reallocation
and
revenue
adjustments
within
the
city's
Capital
project,
Enterprise
funds
and
Declaration
of
official
intent
to
issue
bonds.
Item
number:
eight:
is
the
warehouse.
A
A
Oh
in
advance
all
right
perfect,
no,
not
seeing
any
comments
or
questions
all
those
in
favor,
please
signify
by
saying
aye
aye,
those
opposed,
say,
nay,
that
motion
carries
and
next
we'll
move
on
to
our
discussion
items
in
our
first
first
item
today
is
a
discussion
on
the
updates
to
the
parking
and
Mobility
Services
fee
and
rate
schedule,
and
I
will
turn
to
our
director
Margaret
Anderson
Kelleher,
to
see
who
will
present
on
this
item
today.
Thank.
F
Freed
hello,
chair,
Johnson
and
committee
members,
thanks
for
having
me
as
a
director,
Anderson
Keller,
who
said
I'm
Dylan
freed
with
traffic
and
Parking
Services,
we're
here
today
to
present
some
recommended
updates
that
we
have
to
the
parking
services
fee
and
rate
schedule.
F
F
It
bundles
together
a
lot
of
all
the
fees
for
our
parking
services
generally,
so
our
on-street
parking,
the
municipal
parking
garage
and
lot
fees
in
impound
lot
fees
new
this
year.
We're
also
incorporating
the
fees
for
the
shared
bike
and
scooter
program
to
this
fee
schedule
as
well.
So
one
of
the
primary
reasons
we
created
this
fee
schedule
was
so
that
it
was
easier
for
us
and
more
convenient
and
and
transparent
to
do
annual
updates
to
any
fees
that
we
needed
to
address.
F
F
So
so
just
a
quick
overview
of
our
loading
zone
program
of
this
in
the
city
we
have
430
of
these
zones
throughout
the
entire
city
as
a
whole.
When
I
say
loading
zones,
I
mean
a
few
different
things.
Actually
so
I'm
talking
about
commercial
loading
zones,
passenger
loading
zones,
Valley
zones,
limited
time
zones
and
special
requested
no
parking
zones
about.
F
We
have
66
of
them
within
metered
areas,
but
most
of
them
are
in
non-metered
areas
throughout
the
city
364
in
metered
areas,
it's
mostly
almost
half
of
the
ones
in
metered
areas
are
valet
zones
so
serving
Hospitality
at
hotels,
restaurants,
things
like
that
quite
a
few
commercial
loading
zones
and
metered
areas
as
well,
but
a
lot
of
the
program
is
again
non-metered
areas,
so
we
have
about
215
limited
time
zones
all
throughout
the
city
and
some
of
the
small
you
know
business,
nodes
and
whatnot
and
then
quite
a
few.
F
No
parking
zones
which
tend
to
be
in
industrial
areas
to
help
with
turning
radiuses
for
trucks
getting
in
and
out
of
industrial
properties.
So.
F
F
So
most
of
the
zones
generally
fall
into
two
categories:
zones
that
are
60
feet
or
less
generally
just
required
two
signs,
so
one
sign
at
the
beginning
and
one
at
the
end
of
The
Zone,
but
the
Zone's
over
60
feet
require
three
or
more
signs,
typically
another
one
in
the
middle.
So
that's
why
you
see
like
two
different
tiers
there
based
on
the
length
so
the
last
time
these
Zone,
these
fees
were
set
was
in
1997.
F
F
You
know
currently
300
for
installation
of
the
zone
to
modernize
that,
with
you
know,
modern
labor
and
materials,
we're
proposing
700
to
establish
a
new
Zone
and
then
the
the
annual
administrative
maintenance
fee
is
one
hundred
dollars
a
year
for
those
60
feet
or
less,
and
that
would
increase
to
250
dollars
per
year
and
then
for
the
the
zones
over
60
feet
again.
It's
currently
400
we're
proposing
1050
to
establish
those
zones
and
then
having
that
annual
administrative
fee
go
from
150
to
375
a
year.
F
Valet
zones
are
a
little
bit
different
in
category.
It
takes
a
lot
more
oversight
for
valet
zones,
because
you
know
their
for-profit
operation
generally
and
we
have
to
monitor
you
know
which
valet
operators
license
to
operate
it
things
like
that
So.
Currently,
it's
six
hundred
dollars
per
20-foot
parking
space
per
year
for
a
valet
Zone
and
we're
posing
to
proposing
to
increase
that
to
fifteen
hundred
dollars
per
space
per
year.
F
So
that
is
the
flat
fees
for
zones
and
those
are
paid
for
any
Zone
throughout
the
whole
city,
whether
it's
in
a
metered
area
or
not,
for
the
zones
that
are
in
metered
areas.
There
is
additional
fees
to
offset
the
loss
meter
revenue
for
the
zones
currently,
the
way
those
fees
are
calculated
is
via
a
formula.
So
it's
the
hourly
rate
for
that
zone
times
the
number
of
hours
The
Zone
overlaps,
the
metered
parking
times
times,
80
percent,
just
they
roughly
estimated
their
spaces,
are
occupied
about
80
percent
of
the
time.
F
That
formula
was
also
set
back
in
1997
when
the
the
flat
fees
were
last
updated
for
this
program,
and
it
mostly
worked
back
then
a
lot
of
the
meters
at
that
time
throughout
the
city
were
only
enforced
during
business
hours.
So
a
lot
of
like
valet
zones
and
things
like
that
did
not
have
a
lot
of
additional
lost
revenue
from
the
meter
loss,
meter
fees,
but
things
have
changed
pretty
dramatically
throughout
our
city.
F
We've
really
expanded
the
hours
that
required
payment
in
a
lot
of
our
metered
areas
to
help
manage
demand
for
evenings
and
weekends,
especially
restaurant
corridors.
Things
like
that,
and
so
a
lot
of
the
the
meat
loss
meter.
Revenue
fees
for
these
zones
has
really
ballooned
up.
So
you
know
well
into
five
digit
numbers
that
we're
sending
in
bills
to
a
lot
of
businesses
and
so
to
help
manage
this
program
a
little
better.
What
we're
doing
is
proposing
three
different
tiers
of
flat
per
space
fees
for
for
the
the
ones
in
metered
areas.
F
It's
still,
the
few
would
be
tied
to
the
amount
of
time
that
it
overlaps
the
times
that
meters
are
enforced
still,
so
the
first
tier
is
5
to
20
hours
per
week.
It
would
be
fifteen
hundred
dollars
per
space.
21
to
40
would
be
two
thousand
dollars
per
space
and
then
41
or
greater
is
twenty
five
hundred
dollars
per
space.
Generally
speaking,
this
is
going
to
be
a
pretty
significant
reduction
in
the
cost
for
these
zones
throughout
the
city.
F
So
this
this
slide
kind
of
Compares,
where,
where
we're
at
with
that
those
first
base
costs
for
for
zones
and
metered
areas
today
the
average
per
space
cost
for
Zone
and
immediate
area
is
six
thousand
dollars
per
space
and
under
the
new
formula
that
would
drop
down
to
about
three
thousand
dollars
per
space
so
like
under
the
current
Formula.
F
You
know
there's
a
few
rare
instances
where
it's
about
five
hundred
dollars
per
space,
but
some
businesses
are
paying
as
much
as
fourteen
thousand
dollars
per
space
for
some
of
these
loading
zones
to
be
in
place
under
the
proposed
rate
that
that
that
range
shrinks
quite
a
bit.
So
the
the
cheapest
zones
do
come
up
a
little
bit,
but
then
the
max
that
anyone
would
be
paying
is
about
four
thousand
dollars
per
space
anywhere
in
the
city
for
these
zones.
F
The
the
graph
below
that
kind
of
is
a
comparison
of
you
know
what
they
should
be
paying
with
the
formula
today
versus
what
they
would
be
paying
with
the
new
proposed
formula.
So
the
cost
comes
down
quite
a
bit
for
a
lot
of
a
lot
of
businesses,
there's
a
tier
where
it's
mostly
the
same
and
there's
a
few
at
the
end,
where
there
might
pay
a
little
bit
more
under
the
proposed
structure,
but
a
good
plan
to
reach
out
to
them
and
explore
options
for
altering
the
hours
of
their
Zone.
F
All
right
so
moving
on
from
there
next
was
the
active
use,
meter
hooding
fee.
So
so,
just
last
year
we
changed
the
way
we
charge
for
hooding
of
meters.
It
had
previously
been
you
know
the
hourly
rate
times
the
number
of
hours
in
a
day
that
the
meter
was
in
effect,
that
was
a
really
difficult
to
communicate.
We
had
something
like
30
different
combinations
that
it
would
cost
to
hood
a
meter
anywhere
in
the
city,
so
we
changed
that
to
a
flat
25
dollars
per
space
per
day.
F
It's
made
the
program
much
easier
to
communicate
to
people
and
it's
been
mostly
successful,
but
we
have
run
into
a
few
instances
where
outdoor
space
events
where
getting
much
larger
hooding
bills
than
they
had
gotten
before,
because
you
know
some
parades,
for
instance,
or
races
would
be
held
on
days.
Meters
were
not
enforced,
and
so
their
meter
hurting
bill
was
way
less,
and
so
what
we're
proposing
is
that
any
event
that
is
array
receives
a
race
permit,
a
parade
permit
or
a
commercial
block
event.
F
Permit
would
actually
be
eligible
for
this
discounted
seven
dollars
per
space
per
day,
hooding
right.
That's
what
the
do
we
set
it
at
seven,
because
that's
what
it
was
last
year
for
days
that
meters
were
not
in
effect,
so
we
thought
that
was
a
good
place
to
start
from.
This
does
align
with
some
of
the
the
tap
guidance
that
we've
had
to
to
incentivize
outdoor
space
activations
through
the
pricing
of
right-of-way.
F
Next
up
is
the
Heavy
Duty
Towing
fee.
The
last
time
this
was
set
was
in
2005,
so
it's
been
a
few
years
since
then.
The
rate
that
we
pay
our
contracted
vendor
for
towing
of
heavy
duty
Vehicles
has
gone
up
a
little
bit,
so
we're
just
proposing
to
match
that.
So
it's
a
revenue
neutral
thing
where
it
would
just
be
a
pass-through
to
to
folks
who
get
their
their
truck
towed,
so
their
oversized
truck
toad
and
then
finally,
is
just
incorporation
of
the
shared
bike
and
scooter
program
fees.
F
A
G
F
Essentially,
the
The
General
fund
that
everybody
is
subsidizing
installation
of
a
lot
of
these
zones
right
now
right
because
it
costs
more
to
put
them
in
than
the
someone's
paying
for
it
to
be
installed.
So
that's
why
we
wanted
to
modernize
the
flat
fees
that
haven't
been
updated
in.
You
know
a
quarter
Century
for
the
the
lost
meter
Revenue
component.
F
We
want
to
modernize
that
because
we
get
a
lot
of
negative
feedback,
as
you
can
imagine,
from
businesses
that
are
paying
upwards
of
twenty
thirty
thousand
dollars
a
year
for
these
zones
to
be
in
place,
and
we
see
it
as
a
barrier
to
a
lot
of
other
businesses
being
able
to
have
these
zones,
so
the
fees
will
come
down
substantially.
So
hopefully
that
will
help
with
some
of
the
traffic
operations
and
just
Foster
Economic
Development
around
areas
that
that
would
want
them
in
meter
in
metered
spaces.
So.
G
F
Sure,
chair,
Johnson
councilmemberkowski,
we
we
are
talking
about
the
installation,
fees
or
the
administrative
maintenance
or
both
yeah.
F
So
we
had
our
sign
shop,
go
and
run
the
numbers
on.
How
much
does
it
cost
in
labor
for
installation
and
material
cost?
And
so
and
not
all
installations
are
equal.
Some
of
them
are
in
concrete.
Some
of
them
are
in
a
Turf,
and
so
we
kind
of
generalized
about
how
much
it
costs
for
the
labored
materials
to
do
the
installation
and
that's
where
we
landed.
It
was
at
the
700
for
the
the
60
feet
or
less
or
the
the
1250
for
the
the
greater
than
60
feet
and
then
for
the
administrative
maintenance.
F
You
know
we
essentially
took
that
same
percentage,
which
both
of
these
roughly
fall
in
line
with
the
cost
of
inflation
since
1997
as
well,
and
so
we
did
look
at
that,
but
the
overhead
of
running
the
program.
You
know
it
funds
several
staff
members
to
to
help
Monitor
and
run
the
program
as
well,
but
it
also
offsets
the
cost
of
the
general
public
for
the
use
of
this.
The
special
designations
in
the
public
right-of-way
for
those.
C
Thank
you,
chair,
Johnson,
yeah
I
was
curious
for
the
loading
zones.
We
got
this
Min
of
500
to
Max
of
14
000..
What
was
what
was
the
driver
of
the
that
range?
Is
it
the
location?
Do
you
get
a
discount
for
the
total
number
of
spaces
I
just
kind
of
wanted
to
understand
that
math
a
little
bit
more
yeah.
F
Chairs,
Austin,
council,
member
Payne,
it's
confusing!
That's
why
we're
changing
it?
That's
it's
really.
We
make
mistakes.
Frankly,
when
we
do
the
calculations,
sometimes
the
way
that
it's
set
up
is
so
that
it's
a
formula,
it's
80
of
the
total
possible
loss,
meter
revenue
for
an
entire
year
at
this
metered
space,
and
so
we
have
to
calculate
you
know
how
many
hours
a
day
does
it
overlap
that
meter?
What
is
the
rate
at
that
meter?
You
know
because
some
of
the
zones
might
be
a
valet.
F
Zone
might
be
in
place
from
5
PM
to
midnight.
It
might
be
a
commercial
loading
zone
from
8
A.M
to
6
p.m,
and
so
it's
just
kind
of
confusing
to
everyone
and
it
was
difficult
to
calculate,
and
so
you
have
such
a
large
range
of
the
500
to
14
000,
because
there's
some
metered
areas
that
are
only
in
effect
from
nine
in
the
morning
until
5,
PM
Monday
through
Friday
and
50
cents
an
hour.
F
And
so
that's
why
you
know
a
few
of
these
might
be
pretty
cheap
right
now,
if
they're
in
a
very
they
don't
overlap
the
meter
times
very
much
or
they're
in
a
very
low
rate,
but
but
some
of
them
are
really
expensive,
and
so
that's
why
some
of
the
the
businesses
around
downtown?
You
know
that
might
say:
I
I
can't
afford
that
much
to
have
a
Zone
in
place,
and
so
that's
part
of
why
having
this
different
way
of
viewing,
how
we
price
the
curb
space
for
a
different
type
of
curb
designation.
A
So
first
off
I
wanted
to
I'll
add
a
couple:
I
wanted
to
lift
up
a
work
of
the
sign
shop
and,
and
the
team
I
mean
it's
a
big
job
and
there's
constant
changes.
I
mean
even
today,
I
saw
a
request
for
a
disability
loading
zone,
for
instance,
and
so
I
know
that
the
whole
team's
been
very
responsive
and
really
works
closely,
with
business
owners
in
particular
to
really
help
identify
what
Solutions
are
going
to
address
some
of
their
problems.
A
You
know
where,
especially
you
think
of
like
I'll
think
of,
for
instance,
like
a
daycare
in
the
ward
in
particular.
You
know,
you've
got
hundreds
of
parents
literally
dropping
off
kids
all
at
the
same
time,
and
if
you're
in
this
Urban
environment,
where
you
have
Close
Quarters
with
other
local
spaces,
that's
not
a
lot
of
curb
line
and
so
to
be
able
to
work
with
the
sign
shop.
A
For
instance,
have
these
quick
turnaround
zones
I
mean
it's
literally
essential
to
some
of
these
businesses
being
able
to
be
viable
being
able
to
operate
in
our
city
and
being
able
to
provide
those
services
to
Residents?
So
it's
a
huge
service
overall
that
for
the
city
they
can
really
go
overlooked
and
I
just
wanted
to
lift
up
the
work
and
say
thank
you
for
that.
My
one
question
is
how
many
of
these
signs
are
out
there
when
I
think
about
and
I
understand
these
fees?
A
It's,
the
the
the
insulation
part,
makes
sense
to
me
around.
The
updates
of
the
fee,
I
think
the
administrative
annual
fee.
It
gives
me
a
little
bit
of
pause
or
hesitation,
if
I'm
being
perfectly
honest
about
it,
250
a
year
for
that
space
in
front
of
what
might
be
a
small
commercial
building
seems
like
a
lot
I
get
the
understanding
of
the
overhead
and
paying
for
the
the
positions
that
makes
sense.
But
how
many
signs
generally,
are
we
talking
here
across
the
city?
What's
the
scope
of
that
administrative
work.
F
Yeah
for
for
this
program
like
currently
there's
430
different
zones
throughout
the
city
that
that
we
have
and
so
that
each
of
them
is
at
least
you
know
two
signs
one
at
the
beginning,
one
at
the
end
and
so
yeah
some
and
more
than
that.
If,
if
it's
a
little
bit
longer
Zone,
it
requires
several
signs,
and
so
you
know
we.
F
This
goes
to
fund
the
work
of
all
of
the
team
that
that
takes
in
these
requests
and
vets.
The
requests
for
new
ones
that
come
in
follows
up
on
ones
of
people
who
don't
pay
their
bill
or
don't
want
their
Zone
anymore
or
want
some
sort
of
modification
for
it.
F
So
so
there
is
just
you
know,
it
has
to
go
to
fund
the
team
to
help
manage
all
that,
and
you
know
help
to
manage
the
billing
aspects
of
it
and
you
know
intake
and
management
of
the
zones,
the
same
team
also,
as
you
said,
the
disability
zone.
So
the
same
team
manages
all
the
installation
and
removal
of
disability
zones
and
disability
transfer
zones.
Those
zones
don't
have
a
fee
associated
with
them,
and
so
it
does
help
fund.
Some
of
those
activities
as
well
so
yeah.
A
Think,
communication
around
and
I
think
you've
done
a
great
job
at
committee.
I.
Think
communication
out
in
the
community
as
well
around
this
change
in
administrative
fees
is
going
to
be
really
important
because
I
think,
if
you're,
that
that
small
restaurant
and
you've
had
that
you
do
a
lot
of
pick
up.
Takeout
kind
of
stuff
you've
had
your
two
signs
in
place
for
the
past
30
years,
20
150
a
year,
you
might
go,
I,
don't
get
it!
It's
a
metal
pole!
It's
not
changing.
A
A
As
we're
looking
at
this,
my
personal
thought
would
be
more
on
the
installation
fee
up
front
and
then
Less
on
the
administration
fee
year
to
year,
if
possible,
I
understand
that
introduces
some
variability
right
over
over
the
program
so
that
it's
harder
to
tie
in
with
those
those
overhead
costs,
but
it
might
be
a
more
again
kind
of
fair
Equitable
way,
but
I
support
today's
action
and
again
want
to
just
lift
up
the
work
of
the
team,
because
it
is
really
important
and
it
really
helps
our
city
function,
especially
in
that
commercial
space.
A
Any
other
comments
or
questions
from
team
members
or
team
members
got
me
thinking
about
the
team.
So
much
any
other
comments
or
questions
from
Council
Members,
not
seeing
any
then
I'll
go
ahead
and
thank
you
for
the
presentation.
Mr
Frieda
I'll
go
ahead
and
move
passage
of
this
resolution,
updating
the
parking
and
Mobility
service
fee
and
rate
schedule
all
those
in
favor,
please
signify
by
saying
aye
aye,
all
those
opposed
say,
nay,
dies
have
it.
E
Thank
you,
Mr,
chair
and
to
presenting
today
will
be
both
Ethan
Fowley,
who
is
the
director
of
The,
Vision,
zero
or
coordinator
made
you
director
of
The
Vision
zero
program.
He
is
in
the
transportation,
planning
and
programming
area
he's
also
going
to
be
joined
by
Eva
Goldfarb,
who
is
an
intro
turn
an
urban
scholar
and
is
working
with
Ethan
in
our
TPP
division.
H
Thank
you,
chair
Johnson,
thanks
Margaret
and
committee
members,
and
so
we're
gonna
we're
gonna
present
on
both
of
these
things
together.
So
we're
going
to
take
the
next
two
items.
We've
got
the
our
updated
2022
Vision,
zero
crash
study
first
and
then
we'll
share
the
draft
of
vision,
zero
action
plan
for
2023
2025.
I'm,
going
to
provide
a
little
context
here.
First,
so
for
folks
who,
in
the
public
may
not
know
what
Vision
zero
is.
H
This
is
the
city
goal
adopted
in
2017
to
get
to
zero
traffic
deaths
and
severe
injuries
on
our
streets
and
here's
what
we're
talking
about
today.
So
this
is
a
picture
of
our
current
Vision
zero
action
plan
which
runs
through
this
year
and
we're
updating
as
I
do
when
I
come
here,
I
think
it's
just
important
to
ground
and
why
we're
doing
this
work
and
the
impact
that
this
has
on
people's
lives.
So
I
just
want
to
take
a
minute
to
reflect
on
the
folks
we've
lost
in
recent
years
on
our
streets.
H
Thank
you,
I
just
want
to
note.
Like
you
know,
this
gives
me
a
sense
of
urgency.
I
know
it
gives
many
of
our
team
a
sense
of
urgency
to
to
work
to
to
get
this
to
zero,
and
we
know
the
impact
that
this
has
on
families
in
individuals
lives.
H
I
just
want
to
recognize
also
the
the
broader
our
city-wide
approach
on
this
and
also
our
our
Partnerships
on
this.
So
we
have
many
City
departments
involved.
We
have
a
vision,
zero
task
force
of
leaders
across
different
departments.
We
also
have
in
the
preparation
of
this
draft
Action
Plan
update
a
technical
advisory
committee
of
Staff
across
departments,
and
there
are
a
lot
of
really
great
folks
that
have
helped
in
preparing
what
you
see
today.
H
So
I
just
want
to
recognize
that
a
couple
folks
in
public
works
I
just
want
to
make
sure
to
mention
that
aren't
here
at
Kathleen
mayell
or
our
transportation
planning
manager,
our
traffic
staff,
Alan
Klugman,
previously
Steve,
mosing
and
others
on
the
on
the
traffic
team
and
Andrew
jorgerstrom
from
our
team
as
well
and
TPP
so,
and
then
just
also
just
I,
think
it's
important
we're
doing
a
lot
and
I
think
we're
we're
making
a
lot
of
progress
we
need.
You
know
this
is
also
about
the
public
right.
H
H
To
to
introduce
Eva
Goldfarb
who's,
as
Margaret
mentioned,
joined
initially
as
an
urban
scholar
with
us
this
summer
and
then
has
been
extended
and
is
now
a
public
works
intern
and
has
done
really
great
work.
I
I
think
so
you
just
got
to
share
on
the
crash
study.
I
just
want
to
note
that,
like
Eva
has
a
spreadsheet
for
this,
that's
so
big
that,
like
almost
every
other
time,
I
open
it
and
start
to
edit
it
like
crashes,
my
computer
I.
H
So
much
information
that
Eva's
been
really
digging
through
so
really
excited
that
she's
here
to
present.
Thank.
I
I
This
was
also
to
get
some
additional
analysis
of
factors
involved
in
severe
and
fatal
crashes,
so
this
was
done
by
individually,
going
through
over
800
MPD
reports
of
fatal
and
severe
injury
crashes
and
looking
specifically
into
the
factors
involved
in
those
to
get
a
better
understanding
of
this
issue
before
I
begin.
I
just
want
to
thank
you
again
for
having
me
today
to
speak
on
this
and
share
this
information.
I
As
my
time
as
an
urban
scholar
and
I'm
really
appreciative
to
have
gotten
to
continue
that
work
over
the
past
few
months,
this
has
definitely
come
with
its
own
challenges
and
obviously
this
isn't
a
lighthearted
issue,
and
some
of
what
we
found
is
definitely
not
positive,
but
I've
learned
a
lot
through
this
experience
through
working
with
Ethan
and
as
he
mentioned
everyone
else
that
has
put
a
lot
into
this
work
and
yeah
I
think
this
information
can
be
really
valuable,
going
forward
for
kind
of
understanding
the
issue
better
and
being
able
to
nowhere
to
best
Target
our
efforts
to
continue
reaching
our
goal
and
striving
towards
that
goal
of
vision,
zero
of
zero
deaths
and
severe
injuries
on
our
streets.
I
With
that
being
said,
I'm
going
to
go
do
kind
of
a
overall
kind
of
view
of
some
of
the
major
findings.
I
B
I
High
in
our
city
in
2021
there
were
23
traffic
fatalities,
that's
higher
than
any
other
year
shown
since
2012
you'll
also
see
in
the
darker
blue.
There
there
were
11
pedestrian
fatalities,
that's
more
than
double
What
was
seen
in
2020
and
the
highest
number
of
pedestrian
fatalities.
Since
1998
traffic
deaths
have
also
spiked
across
the
country.
In
2021
the
Nationwide
there
was
a
31
increase
since
2014.
I
I
I
All
of
these,
if
you'd,
if
anyone
would
like
to
take
kind
of
a
closer
look,
will
be
available
online
in
the
crash
study
as
well,
and
these
Maps
kind
of
served
as
a
basis
for
updating
the
high
injury,
Street
Network.
What
we
saw
similar
to
other
years
was
that
a
pretty
small
percentage
of
our
streets
account
for
a
lot
of
the
severe
and
fatal
crashes.
So
there
were
nine
of
these
that
accounted
for
66
percent
of
severe
and
fatal
crashes
in
the
last
five
years.
I
This
was
112
miles
a
little
under
half
of
that
is
within
our
city,
jurisdiction,
as
well
as
a
fair
amount
with
County
and
with
MnDOT,
and
as
I
mentioned,
this
was
kind
of
to
get
a
deeper
analysis
of
where
exactly
these
crashes
are
happening.
What
specific
streets
and
intersections
to
know
where
to
target
our
improvements,
and
so
with
that
we
saw
32
miles
that
had
previously
been
identified
as
high
injury
streets
that
weren't
this
time
and
similarly
29
new
miles.
I
As
Ethan
will
talk
about
later,
some
of
the
guiding
principles
for
vision,
zero
are
being
data
driven
and
Equity,
and
so
our
transportation
planners
did
an
equity
analysis
looking
at
where
crashes
are
happening
in
relation
to
income
and
race
and
you'll
see
that
areas
of
concentrated
poverty,
where
a
majority
of
residents
are
people
of
color,
which
you
can
see
in
the
map
there
in
the
hatched
areas,
only
represent
22
percent
of
total
streets
and
26
percent
of
the
population,
but
make
up
40
percent
of
severe
injury
and
fatal
crashes.
I
With
that
we
looked
at
not
only
the
areas
the
crashes
were
happening
and
the
people
that
lived
there,
but
also
the
people
represented
in
these
crashes,
and
we
see
that
once
again,
bipod
communities
are
hit
hardest
by
this
issue.
Native
American
residents
are
most
impacted
by
fatal
crashes.
That
includes
both
fatal
pedestrian
and
bicycle
crashes,
shown
in
the
grain
bar
as
well
as
fatal
vehicle
crashes
shown
in
the
gray.
Similarly,
black
residents
are
overrepresented
in
fatal
vehicle
crashes.
I
When
we
looked
into
the
represent
representation
of
users
in
comparison
to
their
usage,
we
see
that
cyclists
and
pedestrians
are
overrepresented
in
severe
injuries
and
deaths
compared
to
the
percentage
of
trips
that
they've
taken
for
cyclists.
This
was
slightly
lower
than
what
was
seen
in
previous
years,
which
means
cycling
has
gotten
slightly
safer,
but
both
remain
more
dangerous
compared
to
the
relative
risks
taken
on
by
people
who
use
cars.
I
We
did
kind
of
a
deeper
dive
as
well
into
the
mode
of
travel
and
I'll.
Explain
the
differences
between
these
two
graphs
there,
the
one
on
the
left,
shows
the
modes
of
people
that
were
killed
or
severely
injured.
You
can
see
a
little
under
half
were
people
in
cars
or
trucks.
I
I
This
graph
on
the
right
there
shows
all
motorized
units
involved.
So
that's,
regardless
of
whether
the
people
in
those
units
were
injured
or
killed.
It
just
gives
us
a
sense
of
if
there
were
any
motorized
units
that
we
needed
to
be
paying
more
attention
to
nothing
really
stood
out
there.
You
can
see
that
there
were
18,
medium
and
heavy
trucks
and
16
buses
throughout
this
time
period.
This
is
lower
than
that
number
Statewide
and
Nationwide.
I
So,
as
I
mentioned,
we
looked
through
these
reports,
one
by
one
and
one
of
the
reasons
we
did.
That
was
to
be
able
to
analyze
some
of
the
contributing
factors
and
when
we
did
that,
we
saw
that
the
top
contributing
factors
for
these
crashes
were
driver,
speeding,
drivers
failing
to
yield
when
turning
drivers
running
off
the
road
and
drivers
running
red
lights,
and,
of
course
this
will
also
be
available
in
the
crash
study.
I
I
And
we
also
did
an
analysis
of
very
reckless
driving.
Our
definition
of
this
was
or
crashes
that
had
two
or
more
contributing
factors.
For
example,
if
someone
was
speeding
and
also
ran
a
red
light
or
ran
off
the
road
and
was
also
driving
Under,
the
Influence,
we
saw
that
again
there
was
a
significant
increase
in
2020
and
2021.
I
Specifically
when
you
look
at
fatal
crashes
last
year,
almost
80
percent
of
fatal
crashes
involved
reckless
driving
and
when
you
combine
fatal
and
severe
injury
crashes
about
45
percent
of
severe
and
fatal
crashes,
involve
very
reckless
driving
in
2020
and
2021,
compared
to
31
between
2017
and
2019..
I
There
isn't
really
a
standardized
definition
nationally.
So
it's
a
little
bit
harder
to
compare
numbers,
but
we
do
know
that
reckless
driving
has
increased
nationally
as
well.
I
We
know
that
these
types
of
crashes
have
been
more
at
intersections
and
specifically
at
signalized,
intersections
controlled
by
stoplights.
I
We
also
know
that
they
happen
later
in
the
day
compared
to
the
traffic
volumes
that
happen
during
these
hours.
In
the
previous
crash
study,
the
most
amount
of
these,
the
highest
amount
of
these
types
of
crashes,
happened
between
3
and
6
pm,
and
we
saw
a
slight
shift
that
they're
happening
in
these
years,
a
little
bit
later
between
6
and
9
pm.
I
Lastly,
we
see
that
summer
has
more
severe
and
fatal
crashes,
and
this
is
also
pretty
consistent
with
national
trends.
I
Yeah
again,
this
will
be
available
online
and
before
I
switch
it
back
to
Ethan.
Are
there
any
questions.
G
Thank
you,
chair,
Johnson
I,
just
want
to
say
thank
you
that
was
excellent
presentation
and
I
I
this
first
time
meeting
you
but
being
one
of
our
Urban
Scholars
and
interns,
I'm
very
proud
of
you
to
be
able
to
give
that
presentation,
not
have
notes
and
know
it
for
the
back
of
your
hands.
So
just
want
to
say
thank
you
for
that.
G
B
C
A
C
A
Thank
you
any
other
comments
or
questions
not
seeing
any,
but
I
share
the
feedback
as
well.
For
my
colleagues-
and
it
is
really
you
know,
you
see
that
list
of
names
that
Mr
Folly
referenced
right
at
the
start,
and
we
had
a
moment
of
silence
for
and
just
some
of
those
names
are
the
same
names
as
friends
of
mine
right
and
so
thinking
about
it.
A
In
that
way,
these
are
somebody's
friends,
they're,
somebody's
family
members
and
those
are
each
a
person
and
somebody
who's
loved
and
somebody
who's
a
part
of
this
community
and
that
we
care
about
that
is
no
longer
with
us
because
of
these
crashes,
and
so
the
work
you're
doing
really
does
matter,
and
it's
it's
urgent
and
incumbent
on
all
of
us
to
advance
this
work
as
well,
which
I
know
we're
getting
into
next
with
our
action
plan
here,
so
not
to
steal
any
Thunder
from
that.
A
But
it's
it's
really
about
preventing
any
more
names
going
on
onto
that
list,
and
so
people
can
continue
to
be
a
part
of
our
community
and
Thrive.
So
thank
you
again
for
your
work.
Mr
folly,.
H
H
Thanks
so
much
Eva
really
great
job,
thanks
for
all
your
work
all
summer
and
well
all
right
so
now
into
what
we've
got
in
the
the
draft
of
vision,
zero
Action
Plan
update.
So
this
is
for
23
2023
to
2025..
H
This
is
very
much
an
update,
so
we're
building
from
the
current
plan
we're
building
from
the
Transportation
action
plan,
which
was
passed
last
year,
we're
building
from
the
crash
study
here
and
other
crash
studies
as
well.
We
are
releasing
this
as
a
draft.
We've
got
a
public
comment
period
now
through
December
11th
and
folks.
We
will
we'll
be
able
to
bring
those.
H
You
know,
based
on
reviewing
those
comments,
we'll
bring
a
final
version
of
the
plan
early
next
year
for
Council
approval,
so
some
as
I
mentioned
this
update
building
from
our
current
plan.
So
just
some
highlights
of
what
we've
been
working
on
with
the
the
current
plan
and
so
I
think
most
folks
know
a
lot
of
these
things,
but
we
we've
lowered
speed
limits
on
all
city
streets
city-wide.
We
created
our
vision,
zero
Capital
program
at
invest
proactively
in
high
injury
streets.
H
We
have
a
new
Street
design
guide
that
has
a
big
safety
Focus
as
part
of
that
and
a
lot
of
new
capital
projects
coming
on
that
are,
you
know
that
are
reflecting
those
best
practices
and
safety.
We
have
new
traffic,
neighborhood
traffic
calming
procedures
and
have
received
more
than
800
requests
for
for
neighborhood
traffic
calming,
and
we
have
supported
a
bill
that
was
introduced
this
year
on
speed
safety.
Camera
pilot
program
at
the
legislature,
I've
been
working
on
a
lot
behind
the
scenes
as
well.
H
We
that
this
plan
allowed
us
to
be
I,
think
the
only
entity
in
Minnesota
to
apply
for
an
implementation
Grant
through
the
federal
state
streets
for
all,
and
we
applied
for
30
million
dollars,
there's
to
to
further
accelerate
our
our
works.
So
there's
a
lot.
That's
happened
off
of
this
plan
and
we're
building
off
of
that
so
process
wise,
recognize
that
it's
an
update
and
we
engage
with
people
a
lot
on
that
last
plan.
H
We,
you
know
people
are
busy.
We
wanted
to
take
all
that
feedback
and
have
that
be
the
basis
for
this
as
well,
and
then
we
did
do
a
a
survey
this
year
that
helps
inform
some
of
that
work,
but
we're
happy
to
get
feedback
on
the
draft,
but
we
we
didn't
repeat
that
whole
process,
which
included
a
lot
of
different
engagement
methods
previously,
in
coordination
with
the
transportation
action
plan
engagement,
we
did
have
worked
through
our
vision,
zero
task
force
and
Technical
advisory
committee
for
vision,
zero
internally.
H
So
our
just
a
couple
details
on
our
2022
Vision
zero
survey,
which
focused
on
particularly
speeds
on
busier
streets,
which
we
you
heard
from
the
crash
study,
particular
challenge
for
us
in
safety,
and
so
you
see
generally
there's
an
appetite
for
more
measures
to
help
achieve
slower
and
safer
traffic
speeds
on
busier
streets.
I
will
acknowledge
that
I
think
folks,
that
this
is
not
necessarily
a
representative
survey.
This
is
folks
that
were
interested
enough
of
filling
out
a
survey,
so
just
acknowledge
that
reality.
We
also
kind
of
get
a
sense
here.
H
So
you
can
see
here,
pedestrian,
Crossing,
medians,
very
popular,
so
Eva
mentioned
this
as
well,
but
we,
you
know
we're
just
as
our
grounding
here
and
what
we're
trying
with
vision.
Zero
is.
You
know
we
put
first
that
safety
in
human
life
is
our
priority
with
this
work
with
Equity
I
think
it's
both
recognizing
that
we
see
disparities
in
severe
and
fatal
crashes,
but
we
also
want
to
make
sure
as
we're
doing
this,
that
we
aren't
creating
unintentional
unintentional
inequitable
outcomes
in
other
areas.
I
think
we
think
about
that.
H
H
So
this
plan
is
broken
into
what
we
call
like
four
different
systems
that
we're
addressing
Safe
Streets,
which
is
about
how
we
build
our
and
operate
our
streets
say
people
is
how
are
we
supporting
safe
human
choices
out
there
safe
Vehicles,
which
is
kind
of
limited
City
role?
And
how
do
we
make
sure
that
we're
supporting
safety
there
and
then
safety
data,
which
is
really
about
making
sure
that
we're
sharing
things
and
accountable?
And
we
have
good
data
and
form
our
work?
I'll.
H
Just
note
that
this
is
nationally
there's
something
called
the
safe
system
approach,
we're
very
much
aligned
with
that
and
I'm
glad
to
see
this
happening
kind
of
around
the
country,
really
taking
a
lot
of
what
is
kind
of
a
vision,
zero
approach.
H
So
some
highlights
we're
going
to
continue
to
make
safety
improvements
on
our
high
injury
streets.
You
see
the
updated
map.
This
is
sort
of
the
the
planned
version
of
what
Eva
had
shared
earlier.
We
are
doing
you.
You
see
a
lot
of
the
quick,
build
improvements
happening
with
the
vision.
H
Zero
program
like
on
here
at
I,
think
it's
43rd
Nicollet
with
the
Ballard
improvements,
but
we
are
working
towards
also
like
upgrading
a
lot
of
those
to
concrete
over
time
and
that's
a
big
Focus
within
our
our
federal
Safe
Streets
for
all
application,
which
we'll
hear
back
on
in
January
I
I.
Do
you
know
we
are
setting
up
to
make
sure
that
we're
supporting,
hopefully
getting
Federal
funding
and
being
able
to
further
accelerate
this
work?.
H
We
are
also
looking
to
Street
designs
and
how
can
we
reduce
those
dangerous
speeds
on
busier
streets
so
I?
You
know
I
mentioned
this
to
a
couple
of
council
members
in
briefings,
but
we
had
a
six-year-old
who
was
killed
by
a
driver
going
96
miles
an
hour
on
Humboldt
Avenue,
North,
the
city
border
or
in
June,
and
you
know
the
driver
was
fleeing
police
wanted
for
murder.
H
You
know
like
there's
a
lot
of
things,
but
at
the
core,
I
just
think
about
from
a
street
design
perspective,
that
driver
was
able
to
go
96
miles
an
hour
down
one
of
our
streets,
and
we
know
that
that
is
reckless.
We
know
that
people
shouldn't
do
it
and
are
there
ways
that
we
can
make
it
even
harder
for
that
to
happen
and
because
we
know
the
tragedy
that
will
come
out
of
that,
and
that's
just
one
example,
and
so
we
are,
we
are
working.
You
know
this.
H
This
bottom
picture
here
is
from
after
the
Reconstruction
of
Plymouth
Avenue
North,
where
we
have
seen
significant
speed,
reductions
and
really
positive
results,
and
we,
you
know,
with
some
of
the
things
we've
done
there,
and
so
we
want
to
make
sure
we're
continuing
to
do
more
of
those
things
that
are
working.
But
we
also
are
looking
to
Pilot
some
new
measures,
including
on
busier
streets
as
well,
and
some
of
these,
like
we
have
to
work
with
the
state
to
kind
of
get
rules
to
to
allow
us
to
Pilot
these
things.
H
But
we
we
are
trying
some
of
these
things,
including
a
a
raised
Crossing
pilot
on
Monroe,
Street,
Northeast
next
spring
and
some
other
things
here
as
well,
so
other
important
priorities,
including
our
neighborhood
traffic,
calming
program
we're
looking
to
to.
We
add
more
specificity
here
about
like
trying
to
work
with
MnDOT
on
on
speed
limits
on
midnight,
Andaman,
County,
roadways
and
then
also
looking
at.
Can
we
make
potentially
many
roundabout
works,
but
roundabouts
work
and
more
intersections,
because
they're
really
a
great
safety
device,
but
we
have
to
kind
of
figure
out.
H
Can
it
work
in
an
urban
environment
at
busier
streets,
we're
doing
a
lot
of
traffic
circles
and
neighborhood
streets,
but
can
we
do
that
at
busier
streets
I
mentioned
earlier?
Our
efforts
around
legislation
for
to
enable
a
speed,
safety,
camera
pilot
program
and
I
think
what
we
try
to
outline
in
the
the
plan
here
is
just
Clarity
that
we're
we're
trying
to
get
state
law
to
allow
that,
and
then
we
will
have
the
process
to
create
a
local
pilot
program
that
will
include
ultimately
a
lot
of
things
that
go.
H
You
know
we'll
go
through
the
council
and
the
mayor,
and
you
know
probably
some
budgeting
there's
just
a
lot
of
pieces
there
and
that
will
be
informed
by
a
lot
of
community
engagement,
so
that'll
there
will
be
more
to
come
there.
We
just
don't
know
when
we're
going
to
get
legislative
Authority,
but
we'll
build
off
of
that.
H
I
will
just
note
that,
like
this
has
been
just
one
core
thing
here.
Is
it's
been
proven
very
effective
in
a
number
of
cities
that
have
done
it?
You
can
see
the
stat
here
up
to
47
reduction
in
injuries.
H
We
also
have
worked
at
the
state
level
to
make
sure
that
our
bill
is
built
building
in
to
make
sure
it
can
be
done
fairly.
It
can
be
done
equitably
that
can
be
done,
transparency
transparently
and
that
we
can
protect
people's
privacy
through
through
that
process,
and
so
we
built
a
lot
of
those
Provisions
into
the
the
bill
that
we've
worked
with
Partners
at
the
state
level
on
and
then
ultimately
we'd
work
to
build
additional
details
into
kind
of
our
our
local
pilot.
H
I
also
want
to
just
highlight
some
of
the
the
realities
around
traffic
enforcement,
so
the
reality
is:
is
that
we've,
because
of
a
variety
of
factors?
Traffic
stops
are
way
down
in
Minneapolis
and
we
had
started
work,
or
we
also
see
within
there
that
racial
disparities
and
traffic
stops
remain
persistent
and
so
and
that's
one
of
the
pieces
highlighted
in
some.
H
You
know
Department
of
Human
Rights
investigation
into
the
city,
and
so
last
year
the
office
of
performance
of
innovation
had
started
some
studying
around
potential
Alternatives
approaches
on
Staffing
and
implementing
traffic
enforcement.
That
work
was
paused.
You
can
see
a
summary
slide
on
the
bottom
here
of
that
work
and
and
what
we're
saying
in
this
plan.
H
We
do
want
to
finalize
that
study
and
and
really
look
to
see
what
makes
sense
longer
term
for
the
city
and
how
we
address
and
be
able
to
staff
fairly
and
equitably,
but
also
like
effectively
traffic
enforcement,
and
we
want
to
be
able
to
focus
on
those
most
unsafe
behaviors
on
our
streets.
H
A
couple
other
just
details
that
you
might
be
interested
in.
We
get
a
lot
of
requests
for
marked
crosswalks
as
Alan
and
I
talk
about
quite
a
lot,
and-
and
so
we
do
want
to
make
sure
we
have
a
kind
of
a
process
and
just
clear,
like
kind
of
we've
done
with
the
neighborhood
traffic
calming
and
we'll
have
some
other
ones
of
those
coming.
That's
publicly
available,
so
folks
can
understand
how
we're
making
decisions
and
why
we
will
also
be
we.
H
We
get
frustration
sometimes
like
there's
development
or
utility
work
happening
and
people
are
like.
Why
aren't
you
doing
something
in
coordination
with
that,
and
so
we're
going
to
look
at?
Can
we
can
we
create
a
program
or
to
support
that
potential
collaboration?
Better
Allen's
group
is
working
on
a
a
big
traffic
signal
on
rework
and
2024
and
2025,
and
so
we're
going
to
be
having
a
lot
of
safety
work
through
that
it's
a
big
deal
and
then
some
things
related
to
Bicycle
signals
as
well.
H
We
also
want
to
recognize
this
graphic
here.
This
is
a
national
graphic,
looking
at
how
you
can
get
to
zero
and
about
half
of
the
pi
nationally
is
really
in
like
vehicle
safety
regulations
at
the
federal
level,
and
these
are
not
like
new
technologies
that
don't
exist.
These
are
things
that
already
exist
and
are
being
implemented
in
other
parts
of
the
world
and
and
we
want
to
be
able
to
support
some
of
that
stuff
happening
at
the
federal
level,
even
though
we
don't
have
the
ability
to
do
that
at
the
local
level.
H
Just
to
be
clear,
we're
also
prioritizing
some
engagement
around.
You
know,
specifically,
an
equity
priority
areas
for
our
work
and,
while
also
moving
quickly
to
implement
progress
on
Vision
zero.
We'll
also
have
a
metric
tracking
page
coming
and
some
other
evaluation
pieces,
including
of
the
the
recent
speed
limit
change.
H
So
those
are
some
of
the
highlights
again.
We've
got
public
comment
through
December
11th
and
including
an
online
open
house,
and
then
we'll
be
back
here
again
early
next
year,
so
with
that
I
will
just
see
if
there
are
any
final
questions.
A
Thank
you
thanks
for
the
presentation,
let's
see
any
questions
or
comments
from
colleagues
council
member
wansley
thank.
D
You
chair
Johnson,
just
the
first
question
around
the
the
legislation
that
you're
working
on
around
the
the
camera
pilot.
Is
there
a
way
in
which
council,
members
or
committee
members
we
can
see
that,
especially
since
I'm
guessing
this
probably
will
be.
E
D
D
Thank
you
and
then
next
question
so
I'm,
seeing
a
lot
of
things
presented
here,
they're
really
operational
in
in
nature
and
I
know
that
some
of
these
things
we
might
have
to
codify
through
ordinance,
so
I
just
want
to
get
a
sense
of.
If
you
could
speak
to
some
of
the
changes
or
additions
that
this
Council
should
consider
as
critical
priorities
going
into
2023.
D
You
know:
I
I
asked
this
because
you
know
this
body
has
developed
a
work
plan
for
the
short
term,
but
I
would
would
like
us
to
be.
You
know
kind
of
cognizant
of
if
there's
things
that
staff
has
identified,
that
we
will
need
to
codify
into
policy
as
we
make
these
changes
to
make
our
streets
safer,
going
to
2023.
H
Councilman
ronsley
I,
don't
know
that
there
are
a
lot
of
things
in
here
that
were
that
are
I
would
say,
are
like
really
ordinance
specific.
But
there
are
a
lot
of
there
are
things
that
we
see
end
up
reflecting
kind
of
in
budgets,
and
so
you
know
we
see
that
with
the
the
creation
of
the
vision,
zero
Capital
program
previously
came
out
of
the
previous
plan.
H
We
see
that
with
the
Safe
Streets
for
all
Federal
application
that
we
came
forward,
which
included
a
local
match
that
you
all
think
you
committed
to
and
and
so
I
I
think
some
things
will
be
there
and
and
on
that
side,
and
then
I
think
on
the
traffic
enforcement
side.
H
I
recognize
that
a
lot
of
those
conversations
will
end
up
being
at
a
policy
maker
level
and
I.
Think
what
we're
saying
within
this
plan
is
we're
not
pretending
to
have
all
the
answers
for
that,
but
just
like
recognizing
some
of
the
information
that
we
want
to
be
able
to
provide
for
policy
makers.
G
You
chair
Johnson,
thank
you
so
much
for
this
information
and
love,
seeing
all
the
different
action
steps.
I
just
want
to
Note
One,
in
particular
the
coordination
with
utilities
and
other
vendors
and
the
communication
around
that
I
I
get
countless
phone
calls
of
of
projects
that
they
a
street,
that's
been
ripped
torn
up,
and
then
they
are
back
the
next
summer
and
then
we
get
a
phone
call.
That's
like
so
wait.
What
happens?
Why
are
we
back
here
again,
so
I'm
really
grateful
to
see
that
and
I
know
in
our
work
plan.
G
A
J
Thank
you,
chair,
Johnson,
hey
Ethan,
good
presentation,
Eva
you're,
really
lucky
that
you
get
to
work
with
Ethan
I
worked
with
him
for
some
years,
he's
pretty
cool,
sometimes
very
energetic,
though
like
a
lot
of
energy,
but
thank
you
for
this
presentation.
Thank
you
for
the
meeting
earlier
this
week.
A
lot
of
this
stuff
we
went
over,
but
I
did
have
one
question
about
process,
so
you
said
that
there's
going
to
be
a
public
hearing
that
people
get
to
weigh
in
on
the
the
action
plan.
J
H
Thanks
for
the
question
council
member
of
Utah-
and
we
so
previously
we
did
have
a
similar
public
comment
period
on
our
our
last
Vision
zero
action
plan.
I
think
we
received
about
a
comments
from
about
450
different
folks,
I,
don't
know
if
it'll
be
quite
that
many
of
this
time,
but
you
know
just
as
a
a
point
of
reference
we
did
end
up
making
you
know.
Generally,
we
heard
a
lot
of
support
for
what
we
had
proposed
and
we
were.
H
There
were
some
detailed
comments,
so
we
ended
up
making
some
adjustments
and
nothing
like
big
picture
like
none
of
the
big
priorities,
but
some
some
detailed
tweaks
to
kind
of
address
that
so
that's
sort
of
what
I
would
anticipate
this
time
is
that
you
know
we're,
probably
because
we
built
it
off
of
previous
engagement
and
I
and
I.
Think
we've
heard
a
lot
of
you
know
thing
from
that.
I
think
our
plan
kind
of
reflects
a
lot
of
that.
I
think
that's
probably
true,
but
we'll
see
through
the
this.
H
This
comment
period
and
so
I
would
expect
the
comments
or
the
potential
changes
to
be
a
little
bit
more
tweaks
than
like
overhauls,
but
we'll
see
through
the
process.
J
H
Yeah,
so
we
council,
member
of
Utah,
we
so
I
I,
think
a
couple
things
overall,
with
the
engagement
on
this
plan
is
just
recognizing
that
people
most
want
to
engage
when
it
comes
to
like
okay
you're
doing
something
on
my
street.
H
Okay
I
want
to
engage,
oh,
you
might
be
you're
talking
about
traffic
enforcement,
you're
talking
about
speed
safety
cameras
like
we
know
that
a
lot
of
folks
will
want
to
engage
on
those
details
and
at
the
implantation
level,
right
and,
and
so
what
you'll
see
is
we've
focused
on
that
within
this
plan,
as
well
as
like?
H
That's,
where
we're
going
to
be
putting
more
of
our
engagement
resources
is
on
those
future
implementation
items,
then,
on
the
plan
itself,
because
we
know
that
overall,
you
know
the
folks
that
there
are
folks
a
lot
of
folks
that
want
to
engage
on
a
plan,
but
it's
fewer
than
one
engage
on
those
implementation
details,
and
so,
but
we
are,
we
will
begin
out
the
word
you
know
through
all
the
city,
normal
City
channels
and
and
very
much
welcome
and
encourage
feedback
on
the
on
the
draft.
A
A
Thank
you
not
seeing
any
other
comments
or
questions
I'm
going
to
ask
the
clerk
or
direct
the
clerk
to
receive
and
file.
Both
item
number
11,
the
vision,
zero
crash
study,
presentation
and
item
number
12,
the
overview
of
the
draft
2023-2025
Vision
zero
action
plan
and
with
no
further
business
before
us
I
will
call
this
meeting
adjourn.
Thank
you.