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From YouTube: SEP 23, 2021 | Vision Zero Task Force
Description
City of San José, California
Vision Zero Task Force of September 23, 2021
This public meeting will be conducted via Zoom Webinar. For information on public participation via Zoom, please refer to the linked meeting agenda below.
Agenda https://sanjose.legistar.com/View.ashx?M=A&ID=894835&GUID=19673861-1D5B-4AA7-8EBC-269D83584C9D
A
B
Try
to
make
my
my
background
a
little
a
little
nicer
later,
but
I
am
in
sacramento
for
the
league
of
california
city's
annual
conference,
so
so
I'm
working
out
of
my
car
right
now,
but
I'd
like
to
say
good
afternoon,
welcome
to
our
fifth
vision,
zero
task
force
meeting
for
the
city
of
san
jose.
My
name
is
raul
brales.
B
I
am
your
council
representative
here
in
district
three
and
your
your
task
force
chair,
and
we
also
have
here
our
task
force
vice
chair
council,
member
foley,
who
will
be
facilitating
part
of
the
meeting
as
as
well
and
before
we
get
started.
B
I
would
like
to
take
a
few
minutes
to
remember
the
25
people
who
have
perished
on
our
streets
since
our
last
task
force
meeting
june
2nd
and
I'm
going
to
call
out
names
of
12
road
traffic
victims
and
then
our
vice
chair,
councilmember
foley,
will
call
out
the
names
of
13.
B
We
do
take
a
moment
at
the
beginning
of
each
of
these
meetings
to
humanize
what
we're
doing
here
in
the
work
of
a
vision,
zero,
as
we
feel
it's
important
that
we
do
so
considering
the
work
that
we
do
so
on
september,
25th
of
2020,
the
city
of
san
jose,
kicked
off
the
first
task
force
meeting
to
bring
together
stakeholders
at
the
county,
the
city
and
our
community
level
to
help
guide
vision,
zero
strategies
to
make
our
streets
safer,
and
today's
meeting
is
the
fifth
meeting
of
the
division.
B
Zero
task
force
in
particular.
The
task
force
is
intended
to
do
the
following:
to
provide
quarterly
traffic
fatality
and
severe
injury
reports
to
review
quarterly
traffic
enforcement,
given
the
top
five
causes
of
fatal
and
severe
injuries
or
ksi's,
to
bring
together
decision
makers
from
the
city
county
and
and
to
leverage
resources
for
a
shared
goal
of
reducing
traffic
fatalities
and
to
guide
implementation
of
the
vision,
zero
action
plan
and
recalling
last
year's
vision,
zero
task
force
meetings,
the
first
task
force
meeting
was
a
kickoff.
B
B
The
vision
zero
program
has
been
making
and
what
the
city
of
san
jose
is
working
on
in
the
second
half
of
the
year,
and
today
we
will
learn
some
updates
on
recent
vision,
zero
investments
and
community
outreach
events,
vision.
Zero
is
an
effort
that
brings
data
analysis
and
community
outreach
together
to
better
understand
of
which
safety
projects
and
strategic
cross-department
initiatives
are
the
most
impactful
at
reducing
crashes,
severe
and
fatal
injuries,
and
to
prioritize
safety
projects
and
infrastructure
improvements
based
on
data
and
community
feedback
division.
B
Zero
team
recently
completed
the
center
road
quick,
build
project
after
three
fatalities
that
involved
people
walking
at
monterey,
road
and
kurtner
avenue
at
tully
intersection,
division,
zero
team
quickly
incorporated
with
other
divisions
and
agencies,
to
explore
approaches
for
safety
improvements
at
that
intersection,
as
well.
Additionally,
as
part
of
the
vision,
zero
program,
san
jose
dot,
hired
a
consulting
firm,
fair
and
peers
to
conduct
outreach
at
eight
locations
in
san
jose,
including
curtin
avenue.
Where
we
had
recent
fatalities,
and
today
we
will
hear
from
d.o.t
and
fair
and
peers
about
those
efforts.
B
There
will
be
a
task
force,
member
discussion
after
each
presentation,
15
minutes
after
reports
and
updates,
where
we
will
hear
about
the
second
quarter,
traffic,
fatality
data
and
action
plan,
progress
and
then
also
after
d.o.t
and
the
consultants
presentation
that'll,
be
followed
by
our
open
forum
for
our
public
comment
at
the
end
of
the
meeting
and
appreciate
again
your
participation
and
we
will
now
be
doing
a
a
roll
call
I'll
be
calling
out
the
department
organization
name
and
if
there
is
representative
that
is
here,
could
identify
themselves
by
your
your
name
and
your
title.
B
That
would
be
appreciated.
B
So
you've
heard
from
me
and
our
vice
chair,
so
we
have
with
let's
see
here:
john
risto,
thanks
council
member
john
risto,
director
of
transportation
city
of
san
jose.
Thank
you
and
sergeant
doug
gates
how
you
doing
doug.
B
We
have
chief
sapien,
I
know
we
didn't
get
an
rfcp,
I
don't
know
if
he
was
able
to
make
it
from
fire
and
did
we
have
another
representative
from
san
jose
fire?
E
B
Thank
you
reagan,
henniger.
H
B
Oh,
thank
you
very
much.
Jackie
louder.
B
Thank
you
and
from
the
examiner
coroner's
office,
michelle
jordan
or
josephina
covrupus.
B
Thank
you,
perdon
josefina,
dr
marian
doan,.
B
Welcome.
Thank
you,
theresa
doe.
B
I
don't
think
we've
got
rsvp,
there's
a
doe
new
representative
with
cal
walks
and
then
diana
krumedy.
B
Welcome,
thank
you
and
joe
glenn.
B
K
I'll
add
that
teresa
doe
is
here,
but
she
is.
We
need
to
promote
her
to
panelists.
B
All
right
take
the
pause
as
we've
got
everybody.
Thank
you
very
much
for
introducing
yourselves
and
thank
you
to
everybody
for
for
joining
us
on
this
collaboration.
B
So,
as
we
have
done
in
the
past,
our
meeting
minutes
of
the
fourth
vision,
zero
task
force
meeting
from
juth
port,
were
posted
on
the
vision,
zero
website
and
you
can
reach
out
to
staff.
If
you
have
any
comments
or
would
like
any
corrections
on
that,
we
don't
take
a
vote
on
that
some
housekeeping,
so
this
meeting
is
being
recorded
and
will
be
posted.
The
panelists
have
been
muted
by
default,
since
we
have
a
large
group.
B
This
is
due
to
the
large
number
of
panelists
and
the
limited
time
that
we
have
here
speaking
of
limited
time,
we're
going
to
do
our
very
best
to
stay
on
the
prescribed
times
for
the
agenda
and
open
forum
will
be
at
the
end
of
the
meeting.
If
you
intend
to
speak
during
today's
open
forum,
if
you
don't
mind
raising
your
hand
or
pressing
star
9
to
get
in
the
queue
that'll
help
us
gauge
how
much
time
we'll
need
to
leave
for
for
the
open
forum.
B
At
the
end
there,
okay,
moving
on
to
item
agenda
item
number
two,
which
is
our
reports
and
up
updates
jesse
mintzroth,
will
give
us
some
updates
on
vision,
zero,
key
metrics
updates
on
the
vision,
zero
action
plan.
Priority
action
areas
will
follow
presented
by
jesse
from
dot
and
sergeant
doug,
gated
doug
gates.
Excuse
me
from
sjpd
and
our
task
force.
B
Member
discussion
will
follow
that
presentation
and
a
quarterly
update
on
vision,
zero
key
metrics,
our
2020
action
plan,
priority
action
area
to
build
robust
data,
analytic
tools,
form
division,
zero
task
force,
strategize
traffic
enforcement,
increase
community
outreach
and
engagement
and
implement
quick,
build
data,
driven
safety
improvements
and
prioritize
resources
on
high
ksi
corridors.
K
Great
thank
you
chair
and
council
member
for
the
introduction.
K
My
name
is
jesse
minsroth
and
I
am
the
vision,
zero
program
manager
here
at
san
jose
department
of
transportation
and
I'll
be
doing
this
part
of
the
presentation-
and
I
just
you
know,
want
to
begin
with
an
acknowledgment
following
the
list
of
names
that
the
council,
member,
crowless
and
councilmember
foley
read
that
yes,
these
are
numbers
and
also
they
are
people
they're
neighbors
and
are
there
families
so
don't
want
to
you
know.
K
I
want
that
to
be
out
there
when
we
talk
about
these
numbers
of
people
who
died
in
traffic
violence
here
in
san
jose.
So
looking
at
the
last
10
years,
people
who've
seen
this
presentation
before
be
familiar
with
the
growth
in
traffic
fatalities,
basically
having
doubled
from
2010
and
2012
to
a
peak
of
60
in
2015
and
2019..
K
Here
we
have
previously
talked
about
the
data
from
2020
and
we
are
talking
about
half
of
the
euro
data
a
little
bit
more
than
half
of
the
year
of
data
from
2021,
showing
up
to
september
21st
in
the
last
column,
on
the
right
we
are
currently
at
45,
but
actually
we
just
heard
of
another
one
today,
46
traffic
fatalities,
the
one
that
we've
just
heard
about
today
is
a
delayed
pedestrian
fatality.
K
So
we
are
just
getting
the
information
about
it
now,
so
it's
not
included
in
the
slides,
but
we
just
want
to
mention
that
so
it
talking
of
the
45
traffic
fatalities
that
are
on
the
slides,
18
of
them
are
people
killed
while
walking,
which
is
higher
than
we
have
been
at
this
point,
both
in
the
most
recent
year,
which
could
perhaps
be
an
aberration,
because
the
pandemic
year
is
very
unusual
for
so
many
ways
that
is
2020.,
and
then
we
also
wanted
to
compare
2019,
because
2019
is
last
full
sort
of
old
normal
data
year
and
also
was
a
peak
year.
K
So
at
this
moment
we
are
unfortunately
ahead
of
where
we
were
in
that
peak
year.
K
K
By
month
this
one's
interesting,
because
you
can
see
that
at
the
beginning
of
the
year
we
were
below
the
range
and
then,
as
we
got
to
sort
of
you
know,
may
june,
then
we
started
to
go
above
the
range
of
the
last
five
years
and
we
suspect
that
the
reason
for
this
is
that
the
reopening
of
the
state
on
june
15th
is
sort
of
what
happened
around
that
time
or
what
was
beginning
to
happen
around
that
time.
But
in
any
case,
being
above,
the
normal
range
is
rory
summon.
K
We
hope
that
we
can
work
on
this.
You
know
in
through
the
strategies
that
we
employ
through
this
task
force
and
working
with
the
other
departments
that
are
part
of
this
call,
but
in
some
we
move
into
the
next
slide,
where
we
show
a
list
of
the
fatalities
that
have
happened
since
our
last
meeting
on
june
4th-
and
this
was
the
first
time
that
we
had
to
lower
the
font
size
because
there
were
so
many
people,
and
so
there
were
15
fatalities
in
a
two-month
period
and
most
of
them
involved
people
killed
while
walking.
K
So
this
is
the
slide,
and
just
for
these
colors,
the
yellow
color,
are
people
hit
while
walking
the
blue.
Color
is
motor
vehicle
occupant,
the
gray
is
motorcycle
and
the
orange
is
bicycle.
K
So
there
are
a
lot
of
a
lot
of
lines
here,
a
lot
of
people
hit
while
walking
and
a
lot
of
people
crossing
outside
the
crosswalk.
So
we've
created
this
new
slide
to
look
at
the
year-to-date
fatalities,
including
the
45
that
we
knew
about
before
today.
So
we
have
the
18
kilowatt,
walking
12
in
motor
vehicle
as
motor
vehicle
occupants
7
as
cyclists,
which,
by
the
way,
is
as
high
as
the
recent
five
years
have
been
and
eight
on
motorcycles,
that's
higher
than
any
recent
year
for
motorcycles.
K
So
as
for
a
bit
more
on
the
breakdown
49
occurring
on
our
parity
safety
corridors,
that
is
higher
than
usual,
we
typically
see
30
to
40
percent
in
a
year,
so
we're
seeing
more
clustering
of
the
fatal
injuries
on
our
priority
safety
corridors
and
particularly
monterey.
Road.
We've
been
really
attentive
to
monterey
road
recently,
because
we've
had
three
fatalities
at
one
intersection,
and
that
is
going
to
be
the
subject
of
a
slide
coming
up
farther
down.
K
So
I'll
talk
about
it
then,
but
for
four
of
these
seven
people,
we've
confirmed
by
working
with
our
task
force
the
with
working
with
the
medical
examiner
coroner,
who
is
part
of
this
task
force
that
seven
of
those
of
the
seven
four
are
meet
their
definition
for
unhoused
and
and
at
the
intersection,
which
is
the
subject
there
were
three
of
them
has
occurred,
which
is
the
intersection
of
kurt
nortelli.
That
is
three
of
three,
so
going
back
to
the
city-wide
numbers,
69
percent
occurred
in
the
dark.
K
We
mentioned
the
high
number
involving
motorcycle
riders,
which
is
higher
than
any
recent
year
already,
and
the
high
number
and
high
percentage
of
people
killed
while
walking
also
the
high
number
of
people
crossing
outside
crosswalks,
and
we've
also
noticed
that
a
very
high
percentage
involved
male
drivers
and
also
we've
previously
raised
the
issue
of
speeding,
as
the
top
known
violation
leading
to
leading
to
fatal
and
severe
injury.
K
So
31
of
this
number
were
caused
by
speeding
drivers
moving
now
into
the
vision,
zero
action
plan
update
and
the
six
sections
which
I
won't
read
here,
but
I'll
go
into
slides
on
each
topic.
K
So
in
the
topic
of
building
robust
data
analytics
tools,
the
first
area
of
the
action
plan,
we
began
working
with
a
vendor
called
urban
logic
through
the
city's
startup
and
residence
program
in
march
2021,
and
they
are
building
a
platform
that
we'll
be
able
to
use
inside
the
city,
specifically
inside
the
dot,
to
enable
our
project
engineers,
project
managers
to
be
able
to
look
up
the
city's
data
much
more
quickly,
particularly
in
reference
to
crashes
and
injuries
than
was
previously
possible.
K
And
so
we're
really
excited
to
be
rolling
this
out,
hopefully
to
our
staff
really
soon,
definitely
by
october,
and
then
another
new
project
that
we
wanted
to
mention
is
the
type
of
technology
called
near
miss.
We
previously
have
worked
with
verizon
on
three
intersections,
but
given
all
of
the
recent
fatalities
that
monterey
and
kurtner,
we
are
going
to
also
begin
another
pilot
with
another
company
to
have
near-missed
cameras
in
that
location.
K
To
add
to
the
amount
of
data
that
we
have
on
that
location
for
context
about
three
fatalities
and
one
intersection,
we
don't
have
any
other
intersections
in
san
jose
that
have
three
fatalities
in
one
year.
I'm
not
sure
that
we
have
any
fatality
any
intersections
that
have
two
fatalities
in
one
year,
so
that's
how
that
location
became
selected
for
this
project.
K
As
all
of
you
are
here,
this
is
the
second
area
of
the
vision,
zero
action
plan
to
form
a
vision,
zero
task
force
and
on
this
slide
now
we
have
we've
highlighted
today's
date
and
also
wanted
to
make
people
aware
of
the
next
several
dates
for
the
vision,
zero
task
force
coming
up,
which
are
december
10,
2021
march
28,
2022
and
june
30th
2022,
and
the
information
to
join
those
will
be
on
our
website
at
vision0sj.org.
A
Good
afternoon
everybody
and
thank
you
jesse.
This
just
speaks
to
the
breakdown
of
the
last
three
years
of
kind
of
how
we've
targeted
enforcement
in
the
motor
unit
last
year.
Obviously,
during
the
pandemic,
our
officers
tried
to
minimize
the
number
of
contacts
they
had
with
public
to
minimize
their
exposure
to
covid.
A
So
that's
why
we
had
a
very
large
increase
in
warnings.
People
were
still
being
stopped
because
we
felt
it
was
still
very
important
to
be
out
there
and
be
visible,
so
those
majority
of
stops
concluded
in
a
warning
moving
forward
to
2021.
A
Everybody
in
our
unit
currently
has
been
vaccinated,
we're
still
staying
with
the
county
protocols
for
safety,
but
we
have
now
shifted
gears
a
little
more
and
gone
back
to
citations
versus
warnings,
because
we
found
that
really
a
citation
for
the
usually
speed
sticks
with
someone
much
longer
than
just
a
simple
warning
and
hopefully
corrects
their
driving
habits
in
the
future.
So
that's
where
we're
at
for
those
and
speaking
to
some
of
the
the
injuries
and
the
fatalities,
I
believe
lieutenant
anaya
has
spoken
about
our
our
unit,
going
to
two
teams.
K
Thank
you
sergeant
gates,
I'll
move
on
to
the
next
slide.
K
K
We
also
had
a
safety
walk
audit
program
in
eight
locations
that
was
funded
by
the
california
office
of
traffic
safety,
working
with
the
consultant,
fair
and
peers,
and
there's
a
list
of
locations
here
and
we'll
be
having
a
presentation
from
steve
davis
of
baron
piers
later
in
this
meeting
today.
So
we'll
learn
more
about
that.
Then.
K
We
wanted,
within
the
area
of
the
quick,
build
data
driven
safety
improvements
to
talk
about
the
intersection
where
we've
had
three
fatalities
so
far
this
year,
because
this
is
very
unusual
and
so
the
intersection
of
monterey
road,
kurtner
avenue
and
tully
curtner
becomes
totally
until
the
comes
corner.
K
K
So
you
can
see
the
image
on
the
right
side
of
this
slide,
they're
all
represented
by
the
little
green
icons
a
little
bit
north
of
the
main
intersection
one
person
was
in
a
mobility.
Actually,
two
people
were
using
mobility
devices,
one
a
walker
and
one
in
a
wheelchair,
and
another
person
was
walking,
and
so
we
have
been
really
focused
on
what
we
can
do
at
this
location.
K
In
addition
to
the
three
fatalities
which
are
shown
close
to
the
intersection,
there
are
another
two
fatalities
that
have
occurred
near
here.
One
of
them
about
600
feet
north
of
the
entrance
to
the
plant,
which
is
the
next
signalized
intersection
north
of
tully
curtner,
and
so
that
one
is
located
very
close
to
the
railroad
crossing
and
then
another
one
occurred
farther
up
near
san
jose
avenue
and
through
the
task
force
and
so
working
with
some
of
you
who
are
panelists
or
representatives
on
this
call.
K
Now
we
have
determined
through
working
with
the
medical
examiner
coroner
which
of
these
were
which
people
were
considered
unhoused
by
their
definition,
and
so
all
three
of
the
people
who
are
at
the
main
intersection
of
monterey
and
kurt
curtelli
are
considered
and
housed,
and
then
we've
reached
out
both
to
other
departments
to
see
what
we
can
do
worked
with
the
council
member
and
also
worked
with
units
inside
dot.
And
so
we
wanted
to
bring
you
up
to
date
to
where
we
are
so
far.
K
K
So
that
would
go
from
the
intersection
of
partner
tully
up
to
the
railroad
effectively
and
with
a
break
at
the
intersection
of
the
entrance
to
the
plant,
and
we
are
partnering
with
housing
to
do
outreach
to
the
unhoused
population
and
so
building
on
other
types
of
messaging
that
they've
done
to
to
unhouse
populations
in
san
jose.
Looking
at
the
sort
of
formatting
of
their
flyer,
we're
using
that
to
build
one
about
this
topic.
K
We
are
also
doing
intersection
safety
redesign
of
the
intersection
itself.
That
would
be
of
monterey
and
kurt
nortelli.
There's
a
pavement
project,
that's
coming
there
in
2022,
and
so
we
will
do
some
redesign
in
the
intersection
as
part
of
that
project
and
so
we'll
also
we'll
be
using
quick
filled
materials
on
top
of
that
pavement
project.
K
We're
also
discussing
safety,
audit
and
outreach
with
vta
about
their
services
and
bus
stops
on
this
corridor
and
ability
to
perhaps
run
some
of
the
same
safety
messaging.
That
we'd
be
distributing,
perhaps
as
flyers
through
with
working
at
the
housing
department.
We
could
also
see
about
putting
them
in
the
advertising
spaces
on
bus
shelters
here,
working
with
the
vta
and
we're
also
exploring
some
signal
timing
operation
improvements,
particularly
that
the
three
fatalities
that
occurred
at
the
intersection
all
occurred
at
night
time,
which
is
not
the
busiest
time
at
the
intersection.
K
It's
a
relatively
low
volume
time
in
terms
of
vehicle
traffic,
and
so
we're
looking
to
see
if
there's
some
signal,
timing,
improvements
that
we
could
implement
through
dot
in
in
the
evening
hours
there
and
also
we're
doing
a
targeted
outreach
through
with
our
safety
education
staff
at
dot
with
some
of
the
housing
around
there
already,
so
that
that
pretty
much
is
where
we
are
so
far
are
working
on
this
intersection.
K
But
we're
happy
to
talk
more
about
it
with
our
task
force,
any
ideas
that
people
may
have
to
leverage
opportunities
in
their
departments.
So
I'm
going
to
move
on
to
talking
a
little
bit
about
center
road
center
road
is
the
first
of
the
15
priority
safety
corridors
that
are
under
the
city's
jurisdiction.
17
total.
The
other
two
are
under
the
county's
jurisdiction
and
I
am
going
to
pass
over
the
mic
to
vu
dao
to
talk
about
this
live.
D
Thank
you
jesse,
mr
chairman.
Madam
vice
chair
members
of
the
task
force.
As
you
know,
quick
build
strategy
is
one
of
the
key
initiatives
in
division,
zero
action
plan
and
quick,
build
means
using
low
cost
temporary
material
to
construct
safety
improvements.
In
this
past
year
we
completed
about
six
miles
of
roadway
through
quick
bill,
and
center
was
the
first
one.
D
The
center
road
project
was
built
based
on
the
framework
established
from
a
complete
street
study
that
was
completed
last
year
and
as
part
of
that
study,
we
worked
with
the
project,
stakeholders
and
the
communities
to
come
up
with
a
vision
for
the
corridor,
and
we
were
able
to
bring
that
vision
to
reality
through
the
use
of
quick,
build
by
collaborating
and
leveraging
an
existing
capital
improvement
project
in
our
payment
project.
So
this
project
is
a
little
bit
unique
where
it
has
permanent
and
quick,
build
temporary
components.
D
So,
in
this
project
we
remove
the
access
travel
lanes
to
reallocate
the
space
for
safe
for
safer
bike
lanes
by
putting
in
more
protections
such
as
plastic
posts
or
using
park
vehicles
for
physical
separation.
We
also
improved
the
intersection
by
converting
standard
crosswalks
to
high
visibility,
crosswalk
and
adding
curb
extension
at
the
corners
using
paint
and
plastic
to
help
slow
down
vehicle
speed.
We
also
did
minor
signal
modifications
such
as
yellow
signal
back
plates
and
some
signal
timing
elements.
D
D
So
this
is
sorry.
Could
you
pause
for
one
second
yeah,
so
this
is
central
road.
We
put
together
a
video
to
share
with
you
side
by
side,
so
the
left
frame
is
the
pre-existing
condition
where
there
were
no
improvements
and
then
the
frame
on
the
right
is
the
after
with
improvement.
So
during
the
video,
I
encourage
you
to
scan
back
and
forth
between
the
two
to
see
the
difference
in
in
the
improvements,
and
I
will
narrowly
narrate
through
through
the
video.
D
D
Would
that
say,
could
you
play
the
video
please,
as
you
can
see,
on
the
right
hand,
side,
we
have
protective
bike
lanes
and
we're
heading
up
to
a
corners
where
you
can
see
that
we
significantly
bulbing
out
the
corner
and
what
we
call
curb
extension
or
build
out
using
paint
and
plastic
posts
to
tighten
up
the
corner
and
really
slowing
down
the
vehicles
making
a
turn.
Here.
D
We
are
at
louis
used
to
be
three
lanes
and
we
narrow
down
to
two
lanes,
as
you
can
see,
new
bike
lanes
with
amber
of
space
and
also
using
plastic
posts
to
provide
the
physical
separation
coming
up
to
in
an
existing
crosswalk
with
flashing
beacons.
So
that
was
there
before
we
re
refreshing,
the
the
paint
to
make
it
even
more
visible.
So
here
we
have
the
bike
lanes
and
what
we
have
done
here
is
we
tucked
the
bike
lane
between
the
the
vehicles?
D
D
In
the
section
at
the
intersection,
we
are
converting
off
the
standard
crosswalk
to
high
visibility.
Here
you
can
see
that
the
bike
lanes
are
sandwiched
between
the
park
vehicles
and
the
curbside,
and
again
there
are
three
lanes.
As
you
can
see.
On
the
left
side,
we
reduce
down
to
two
lane
each
direction
and
we
also
add
in
the
median
island-
and
that
is
the
permanent
infra
improvement
that
I
mentioned
about.
D
Heading
north,
as
you
can
see
on
the
right,
there's
a
bicyclist
riding
along
there.
Now
he
feels
a
lot
safer
with
all
the
extra
space
that
he
has
as
well
as
the
vertical
protection
that
he
has
so
he's
feeling
a
lot
safer
than
before.
There's
also
two
lanes
in
each
direction,
comparing
to
three
lanes
before
and
also
a
median
island.
So
it
makes
the
roadway
look
a
lot
narrower
than
before,
and
that
would
make
speeding
less
enticing
we're
heading
up
to
tully
road,
where
the
video
will
end.
D
K
Okay,
so
our
last
slide
about
division,
zero
action
plan
updates.
The
last
section
is
to
prioritize
resources
on
high
fatal
and
severe
injury
corridors
and
districts,
and
under
that
category,
we'd
like
to
let
everyone
know
that
we
were
awarded
a
grant
from
the
caltrans
sustainable
transportation
planning
grant
program
for
just
over
five
hundred
thousand
dollars
to
create
a
pedestrian
safety
plan
for
san
jose.
So
it's
exciting
news.
K
K
We
created
maps
that
look
like
the
one
on
the
right,
which
is
a
map
of
district
three
in
order
to
at
first
well,
we
already
had
data
telling
us
which
of
the
districts
in
san
jose
have
the
most
fatal
and
severe
injuries,
and
those
districts
are
three
five,
six
and
seven,
and
so
they
are
the
center
of
this
plan.
We
will
be
doing
more
work
in
those
districts
that
have
more
fatal
and
severe
injuries,
and
we
will
also
be
doing
work.
K
That's
basically
work
that
can
be
implemented
all
over
the
city.
So,
in
the
second
section,
the
multi-stakeholder
safety
and
placemaking
strategy
section,
we
have
a
number
of
topics
that
we'll
be
doing
research
about
with
our
with
the
consultant
that
we
bring
on
through
a
process
that
hasn't
started
yet
to
figure
out
things
that
can
be
done
to
improve
safety
and
the
quality
of
being
a
pedestrian
in
san
jose
all
over
town.
They
include
things
like
making
it
safer
and
more
appealing
to
use,
transit
and
working
on
the
undersides
of
elevated
highways.
K
Things
like
that
also
trying
to
find
ways
that
it
would
be
cheaper
for
the
city
to
afford
more
signal
infrastructure.
K
K
The
final
area
that
we
wanted
to
do
some
updates
about
was
our
legislative
work
and
so
just
to
give
the
update
on
some
of
the
work
that
we
do
with
other
cities.
In
california,
we
have
been
working
with
other
cities
on
this
assembly
bill
ab43,
which
is
led
by
council
member
sorry
assembly.
Member
laura
friedman,
I
was
from
southern
california.
K
This
bill
is
to
give
municipalities
more
flexibility
to
lower
the
posted
speed
limit
on
high
injury
and
high
fatality
streets
near
vulnerable
populations,
and
also
in
areas
that
are
contiguous
with
business
activity,
districts,
and
so
that
bill
has
made
it
through
the
assembly
and
senate
and
is
waiting
to
get
signed
by
the
governor,
and
we,
along
with
the
other
cities
working
on
this
bill,
have
submitted
a
letter
to
the
governor
from
mayor
licardo
to
support
to
encourage
that
he
signed
this
bill,
and
so
that's
the
end
of
this
part
of
the
presentation.
K
So
I'm
going
to
hand
it
over
to
chair
perales.
C
Thank
you,
a
really
good
presentation.
I
appreciate
all
of
the
data
sergeant
gates.
I
have
a
question
for
you
regarding
the
citations
that
you've
issued,
so
maybe
you
could
we
could
go
to
slide
11.
C
C
We
might
have
lost
them.
Okay,
does
anyone
know
if
I,
what
I'm
trying
to
understand
is
the
citations
in
the
first
quarter
were
2761
in
the
second
quarter?
It's
37.48
are
those
quarter
by
quarter
numbers?
Are
they
cumulative
jesse?
Do
you
know.
K
I
expect
that
they
are
quarterly
and
not
cumulative,
so
I
I
think
they'd
be
more
comfortable
to
the
q2
2019
at
the
top.
C
Okay,
very,
very
good,
thank
you
that
is
so.
We've
gone
from
issuing
warnings
to
issuing
citations,
which
I
think
will
be
a
good
deterrent,
then
that
that's
good
to
hear
the
other
question
I
had
is
regarding
the
school
streets
pilot
project.
Can
you
tell
me
what
that
is?
Give
me
some
some
details
on
that.
K
Yes,
those
are
two
hour
closures
and
on
the
block
in
front
of
that
school
and
they
are
to
encourage
walking
and
rolling
to
school.
We
typically
this
time
of
year
have
a
day
called
international
walk
to
school
day,
but
the
way
that
that's
being
done
this
year
is
different
than
in
past
years.
K
You
know
some
schools
don't
want
other
people
their
than
their
students
coming
to
their
to
their
doorstep.
For
you
know,
even
if
it's
to
encourage
walking
and
biking
so
depending
on
school
interest,
really
is
howard.
We
did
this
pilot,
and
so
these
two
schools
were
interested
in
doing
this.
These
these
days
are
not
being
large,
they're
not
being
advertised
besides
being
mentioned
here,
they're
primarily
being
advertised
to
their
school
populations,
and
so
we're
working
with
all
other
areas
of
government
that
typically
work
on
special
event
street
closures.
K
To
do
the
coordination
around
this,
for
example,
you
know
do
these:
do
these
blocks
have
a
bus
running
on
them?
If
they
do,
then
we
would
ideally
prioritize
a
different
block
that
doesn't
have
a
bus
ride
running
on
them,
but
you
know
in
the
case
that
they
do.
We
also
can
work
with
the
vta
to
let
their
drivers
know
that
for
that
two-hour
period,
for
example,
there
might
be
a
detour,
so
we've
been
working
with
so
actually
ann
jasper,
specifically
who's.
K
The
head
of
the
walk
and
roll
program
has
been
working
on
coordinating
this
program
and
she
is
part
of
the
vision,
zero
staff
and,
and
so
that
that
is
sort
of
a
quick
introduction
to
what
they
are
in
terms
of
how
long
they
are.
K
But
since
it's
the
first
time
we're
doing
it,
the
exact
presentation
of
what
they
are,
I
think,
will
depend
somewhat
on
the
partners
that
take
part
in
this.
So
we've
reached
out
to
you,
know
cal
walks
and
the
bike
coalition
to
see
if
they're
interested
and
other
non-profits
as
well.
So
I
know
that
there'll
be
a
number
of
organizations
tabling
there
and
having
interactive
fun
things
for
kids
up
front.
So
that's
the
sort
of
main
idea
behind
it.
C
We
know
that
parents
are
as
guilty
as
anyone
in
bad
behavior,
driving
their
kids
and
dropping
them
off
around
elementary
school
all
the
way
up
to
high
school
campuses.
So
I
think
the
rock
and
roll
program,
which
is
what
this
is
emulating
it
sounds
like,
was
a
great
program.
I
participated
in
many
myself
as
a
previous
school
board.
Member
and
kids
have
a
lot
of
fun
and
a
lot
of
there's
a
lot
of
good
information
out
there
about
provided
to
the
kids
and
a
lot
of
energy.
C
So
I'm
really
glad
to
to
see
that
we're
doing
that
and
promoting
it,
and
I
suspect
it
will
be
a
little
bit
different
under
the
pandemic,
because
a
lot
of
those
organizations
can't
be
present
on
campuses.
It's
only
apparent
even
parents
aren't
allowed
on
campuses
currently.
So
thank
you
for
that.
Those
were
all
my
questions.
One
one
final
thing
is
jesse.
C
I
do
appreciate
that
you
mentioned
that
while
we
read
the
names
of
those
who
have
passed
on
our
streets,
they
are
not
numbers,
they
are
human
beings
and
their
deaths
are
tragic
and
we
need
to
do
what
we
can
to
make
our
streets
safe
and
that's
what
vision.
Zero
is
focused
on
making
our
streets
safer
for
for
all
of
those
on
our
roads.
Thank
you.
B
Okay-
and
I
don't
see
any
other
hands
up
other
comments-
questions
I
did
it
looked
like
sergeant
gates
was
having
some
connection
issues
but
councilman
foley.
I
did
message
him
by
phone
and
he
did
agree
that
jesse
was
correct.
It
is
quarterly
data.
B
And,
and-
and
yes,
we
had
mentioned
that
last
time
that
obviously
there
was
a
shift
to
to
warnings
which
I
think
is
appreciated
during
the
pandemic,
but
I
think
we
also
saw
the
uptick
just
of
kind
of
the
open
roads,
speeding
and
certainly
didn't
see
any
less
incidents,
vehicular
incidents,
and
so
I
I
too
am
happy
that
we're
back
to
to
now
actually
enforcing
and
and
hopefully
that
can
continue
to
disincentivize
people
to
be
speeding
and
violating
our
traffic
laws.
L
B
Now
cordell
bailey
our
traffic
safety,
education
officer
with
d.o.t
and
steve
davis,
our
senior
the
senior
associate
at
fair
and
pierce
they're
going
to
be
providing
an
update
on
the
8
safety
walk
audits.
The
presentation
is
going
to
be
about
15
minutes,
followed
by
q,
a
from
the
task
force
and
open
forum
where
public
can
can
be
able
to
ask
questions.
C
K
I'm
just
turning
it
over
to.
I
don't
know
if
we
have
cordell.
If
you
want
to
say
hello
briefly
about
this
program,.
M
Yes,
hi
thanks
jesse
hi
everyone,
cordell
bailey,
your
neighborhood
traffic
safety,
guy
friendly,
of
course
good
to
see
you
all
virtually
so
this
grant
is
a
competitive
grant
that
we
write
every
year
through
the
office
of
traffic
safety
every
year.
It
has
a
different
theme.
This
year's
theme
was
these
virtual
walk
audits
or
virtual
safety
kind
of
walking
tours
to
the
neighborhood.
M
We
conducted
a
total
of
eight
of
them
and
steve
will
talk
a
little
bit
more
about
that
from
there
and
peers,
but
I
just
wanted
to
say
that
this
was
a
really
smashing
success.
In
my
opinion,
I
had
some
hesitations
initially
with
this.
You
know
to
get
our
community
out
there
virtually
is
is
difficult
to
say
the
least.
M
Many
of
you
have
done
neighborhood
association
meetings
and
different
things
out
there,
but
we
had
fantastic
attendance
and
and
really
well
attended
and
got
some
great
information
really
all
I
have
to
say
about
that
steve.
You
want
to
go
ahead
and
share
some
details
on
this.
L
Yeah
that
sounds
good
thanks,
cordell,
and
actually
I
guess
you
can
go
ahead
and
flip
to
the
next
slide,
so
I'll
introduce
myself,
as
was
mentioned,
I'm
steve
davis
with
farron
pierce,
I'm
a
senior
associate
and
the
lead
for
our
san
jose
office.
So
first
I
want
to
give
a
little
background
about
us
and
why
we're
here,
as
I
mentioned,
we
have
an
office
in
san
jose.
We
have
a
long-standing
presence
here,
we've
been
in
san
jose
for
about
25
years
and
are
a
california-based
firm.
L
But
overall
our
firm
is
really
a
national
leader
in
trying
to
work
on
safety
plan
development.
So
we've
been
involved
with
the
vision,
zero
network
and
identifying
what
the
core
elements
of
vision.
Zero
were
supposed
to
be.
We've
worked
extensively
with
the
federal
highway
administration,
on
the
development
of
their
safe
system
approach
for
addressing
safety
on
our
streets,
and
then
I've
worked
really
from
coast
to
coast.
L
I've
been
involved
in
alaska
for
vision,
zero
plans,
we've
worked
in
hawaii
florida
all
across
the
country,
but
locally
have
done
quite
a
lot
of
safety
work
as
well,
including
the
vision,
zero
and
subsequent
roadway
safety
plans.
In
sunnyvale
and
quite
recently,
the
status
report
and
action
plan
update
for
the
city
of
fremont
on
their
vision,
zero
plan
and
then
for
myself.
Personally,
I'm
also
a
san
jose
resident.
I
actually
live
in
in
district
nine
council
member
foley
is,
is
my
council
member?
So
we're
excited
to
be
a
part
of
this.
L
We
like
to
contribute
to
seeing
safety
enhanced
in
our
community,
and
then
I
think,
jesse
had
alluded
previously
to
some
programs.
We
had
done
the
city
had
done
through
a
grant.
Last
year
around
two
schools
in
the
city.
We
were
a
part
of
that
and
helped
the
the
city
deliver.
Some
really
focused
stakeholder
engagement,
some
virtual
walk
audits
to
look
at
issues
around
those
neighborhoods
and
that
ultimately
led
to
active
transportation
grants
that
were
applied
for
and
and
successful.
L
We
replied
to
that
and
the
goal
was
to
deliver
similar
style
walking
tours
but
really
aimed
at
the
whole
community
at
large
across
these
eight
focus
areas,
as
opposed
to
the
more
narrow
stakeholder
groups
and
school
officials,
and
so
the
primary
goals
were
to
not
just
rely
on
the
data
we've.
You
know
heard
throughout
this
meeting
about
the
the
separation
between
the
stories
and
the
people
versus
the
data
themselves.
We
wanted
to
capture
that
too.
So
we
did
share
the
data.
L
We
did
review
the
data
for
each
of
the
focus
areas,
but
also
recognize
that
in
many
cases
the
experts
of
streets
around
neighborhoods
or
specific
corridors
are
the
people
who
live,
work,
walk
bike
there.
So
that's
what
we
were
hoping
to
capture.
We
wanted
to
learn
from
those
folks
understand
what
their
experiences
are
in
the
real
world,
so
that
we
can
capture
a
holistic
view
between
those
two
different
facets
and
then
the
goal
after
you
know
collecting
all
that
input
through
a
few
different
means
that
we'll
get
into
was
to
figure
out.
L
What
does
that
give
us
in
terms
of
opportunities
to
fix
some
of
the
issues
that
we're
hearing
about
and
that
we're
seeing
in
the
data
and
really
start
to
develop
a
suite
of
potential
projects
across
these
different
focus
areas?
And
then
that
really
sets
the
city
up
to?
You
know
consider
planning
design
and
construction
funding
through
grants
or
otherwise
in
the
future.
L
So
if
we
go
to
the
next
slide,
we
can
just
show
a
quick
overview
of
what
the
areas
are.
So
the
eight
areas
you
can
see
here,
one
of
them
jackson,
avenue
that's
up
towards
the
top
right-
is
directly
on
a
vision,
zero
priority
safety
corridor,
but
a
majority
of
the
other
corridors
are
actually
nearby
or
adjacent
to
or
in
some
cases
the
neighborhoods
are
bounded
by
priority
safety
corridors.
L
So,
overall,
these
are
identified
in
collaboration
with
the
safety
data
analytics,
but
also
with
the
council
offices
and
other
city
staff
just
to
identify
areas
that
were
of
an
overall.
You
know
area-wide
concern
for
safety
and
areas
that
we
had
been
seeing
and
hearing
about
both
you
know,
through
the
data
and
anecdotally
there
being
issues
that
have
been
playing
out
around
safe
interactions
for
users
on
the
roadways.
L
So
the
the
first
goal,
obviously
is
you
want
to
get
as
many
people
to
come
out
as
we
can
so
we
had
taken
a
pretty
extensive
approach,
give
kudos
to
city
staff,
colin
and
certainly
cordell
was
out
there
beating
the
bushes
trying
to
get
everyone
out
that
we
could
we
prepared
flyers
that
were
sent
out
virtually
and
in
some
cases
physically
there
were
next
door
posts
twitter.
We
used
pretty
much
every
social
media.
L
L
So
quite
a
bit
of
effort
went
in
up
front
both
from
our
team,
but
especially,
I
would
say,
from
the
city's
team
trying
to
round
up
as
many
people
as
we
could
and
if
we
go
to
the
next
side,
you
can
see
that
overall,
I
would
say
that
that
was
pretty
successful,
so,
in
total,
across
the
eight
events,
we
ended
up
having
a
total
of
200
participants.
So
obviously
that
works
out
to
an
average
of
about
25..
L
Some
of
them
were
as
high
as
40
or
more
participants.
So
you
can
see
kurtner
avenue
and
via
valiante
rakovich
way.
Those
two
events
had
quite
a
lot
of
folks
that
were
engaged
as
part
of
each
event.
We
did
a
poll
of
those
who
were
there
to
understand
what
their
relationship
was
to
the
area
that
we're
discussing
so
trying
to
get
an
understanding
of
where
we're
talking
to
residents.
L
Are
we
talking
to
people
who
mostly
drive
or
they
you
know
in
some
cases
you
you
have
more
transit
riders
or
people
walking
and
biking,
and
they
can
select
more
than
one
option.
So
sometimes
it's
it's
all
of
the
above,
but
in
most
cases
your
turnout
typically
is
strongest
in
areas
where
there
are
nearby
residential
areas.
It's
a
little
harder
to
capture
people
who
are
you
know,
traveling
to
businesses
and
getting
them
to
turn
out
for
these
kinds
of
events,
so,
overall,
really
really
solid
participation
across
the
board.
L
So
just
wanted
to
provide
a
brief
summary
of
how
these
went
overall,
so
the
way
that
the
events
generally
worked
is
we
would
start
out
with
a
brief
slideshow,
usually
10
minutes
or
so
that
was
provided
in
both
english
and
spanish.
Assuming
there
were
people
in
attendance
who
wish
to
have
the
availability
of
spanish
interpretation
and
we
would
walk
through
what
the
background
of
the
vision
zero
program
was
share.
Some
of
the
efforts
that
have
been
done
to
date.
L
We
shared
some
of
the
same
information
about
the
center
road
corridor
and
what
those
kinds
of
improvements
can
look
like
and
then
also
we
would
share
what
exists
in
the
neighborhood
we're
discussing
today
or
along
the
corridor
we're
discussing
today.
You
know
what
are
the
bike
lanes:
where
are
their
sidewalks
and
what?
What
collision
data
do?
We
have
that
we
can
share
and
in
some
cases,
I'll
share
the
stories
of
of
our
citizens
or
our
transportation
system
users
who
have
been
the
victims
of
severe
injuries
or
fatalities
out
there.
L
After
that,
we
generally
would
spend
most
of
our
time
doing
a
tour
or
an
audit,
depending
which
term
you
like
to
like
use
of
the
area
that
we
were
studying
for
for
that
event.
So
we
would
we
would
go
through
from
our
perspective
as
consultants
in
advance
of
the
event.
L
We
would
go
through
and
actually
do
a
virtual
tour
of
the
entire
area
using
street
view
like
you're,
seeing
here
on
google,
and
then
we
would
go
out
there
after
that,
once
we
had
notes
to
work
from
and
actually
walk
the
entire
neighborhoods
of
the
entire
corridor
and
take
notes
and
photos
there
as
well,
then
we
put
together
a
map
that
included
those
areas
that
we'd
walked
in
the
photos
and
planned
a
route
to
walk
through
virtually
with
the
community,
with
the
participants
during
the
event
and
then
tried
to
leave
time
where,
if
you
had
somewhere
that
wasn't
directly
on
our
planned
route,
that
we
could
go.
L
Look
at
those
areas
too.
In
some
cases
that
took
us
out
of
the
neighborhood.
You
know
that
we
were
in
immediately
and
looked
around
areas
in
the
area
around
that
as
well.
So
generally
tried
to
use
that
as
an
opportunity
to
do
a
an
approximation
of
what
we
would
do
with
an
in-person
walking
tour
with
one
of
the
real
benefits
of
that
being
that
we
had
an
opportunity
to
cover
in
some
ways
larger
distances
than
we
would
if
we
were
a
group
of
people
actually
physically
out
there
on
the
street.
L
So
you
know
like
in
the
case
that
you're
looking
at
here
from
the
moreland
school
virtual
walking
tour.
We
were
walking
through
the
area
near
the
school
on
campbell
avenue,
and
there
were
a
lot
of
discussion
points
around
this.
Offset
intersection
and
some
of
the
interactions
that
causes
for
pedestrians,
and
it
was
something
that
we
were
able
to
capture
pretty
well,
virtually
by
able
to
being
able
to
use
the
combination
of
street
view
and
and
sharing
photos
that
we
had
taken
from
our
research
next
slide.
L
Right
now,
those
those
have
all
been
closed,
since
those
projects
have
wrapped
up,
but
each
of
them
were
open
at
the
time
of
the
event
in
advance
of
the
event
and
and
were
open
afterwards,
and
actually
you
can
still
access
them
to
see
the
comments
that
were
placed.
They
just
aren't
allowing
any
new
comments
at
this
point,
as
was
the
theme
elsewhere
on
the
web
maps,
particularly
in
the
buena
vista
neighborhood.
L
L
So,
just
an
overall
summary
on
some
of
what
we
heard
out
there.
I
would
say
that
the
four
largest
themes
that
we
heard
about
during
the
events
were
related
to
speeding
visibility,
driver
behavior
and
pedestrian
safety,
and
obviously
those
are
some
very
broad
topic
areas,
but
they
did
come
up
quite
a
bit
in
each
of
the
events
speeding.
Some
of
that
was
related,
of
course,
to
what
we
hear
about
with
sideshow
activity
around
the
city
in
places,
and
you
can
see
the
photo.
L
There
shows
donut
marks
in
the
center
of
an
intersection,
but
in
some
cases
it's
just
related
to
corridors
that
have
quite
a
bit
of
capacity,
but
off-peak
periods.
Don't
use
all
of
that
capacity.
So
like
curtner
avenue
speeds,
have
a
tendency
to
creep
up
outside
of
the
peaks
when
there
are
fewer
people
using
the
roadway
and
then
some
of
the
neighborhoods
there's
speeding
related
to
people
who
may
be
using
those
as
cut
through
routes
and
aren't
treating
them
as
neighborhood
streets
like
we
might
prefer
that
they
did
visibility.
L
You
can
see
in
the
photo
there
that,
in
some
cases,
parking
in
neighborhoods
is
in
such
high
demand
that
people
are
illegally
parking,
and
so
this
vehicle
is
actually
parked
adjacent
to
a
fire
hydrant,
but
that
still
leads
to
a
sight
distance
impediment
for
people
that
are
trying
to
make
a
turn
from
the
side
tree
where
this
photo
was
taken.
L
Driver
behavior,
of
course,
runs
a
gamut
runs
all
across
many
different
areas
from
from
people
who
are
not
observing,
stop
signs
and
stop
lights
as
the
most
common,
but
there
were
a
few
other
things
that
were
observed
there,
most
of
it
around
speed
limits,
obviously
so
it's
kind
of
interrelated
with
speeding,
but
then
also
a
variety
of
other
traffic
laws
that
people
are
choosing
not
to
comply
with
in
some
some
conditions
and
then
pedestrian
safety.
L
In
many
cases
that
was
related
to
lack
of
sidewalks
in
some
neighborhoods
that
don't
have
them
in
all
locations
and
then
I
think
we
heard
a
lot
of
discussion
earlier
about
the
the
tullian
monterey
intersection,
tully
kurtner
and
monterey
in
some
cases,
it's
just
very
large
crossing
distances
and
signal
operations
that
can
be
challenging
for
pedestrians
next
slide.
L
L
What
you
see
here
is
obviously
speed,
humps,
which
which
are
a
pretty
high
bar
to
clear
in
terms
of
justifying
speed.
Humps,
specifically,
obviously,
the
city
does
have
a
traffic
calming
guidelines
that
would
help
determine
what
the
appropriate
treatments
are
in
different
locations
based
on
the
data
and
based
on
the
feedback
we've
received,
but
are
one
of
the
treatments
that
can
be
considered.
L
What
you
see
in
the
visibility
slide.
There
is
really
just
corner
extensions
that
are
helping
to
make
the
crossings
more
visible
and
kind
of
daylighting,
so
that
you
can
tell
where
pedestrians
are
where
bicyclists
are
and
where
vehicles
are
relative
to
one
another
and
high
visibility.
Crosswalks
certainly
help
with
that
as
well,
but
really
I
do
want
to
key
in
on
the
fact
that
what
you're
seeing
in
the
visibility
photo
there
kind
of
cuts
across
all
of
these
things.
It
enhances
pedestrian
safety
by
reducing
crossing
distance.
L
It
tends
to
address
speeding
by
making
the
the
street
feel
less
wide
open,
less
like
a
racetrack,
so
to
speak,
and
can
also
help
to
reinforce
what
the
correct
driver
behavior
is
by
making
it
very
clear
and
well
delineating
where
people
are
supposed
to
be
driving
and
how
they
should
behaving
driver
behavior,
of
course,
can
be
education
and
compliance.
One
piece
of
that
and
then
also
traffic
calming
improvements
that
we've
been
discussing
can
help
address
that
you
see
here
a
picture
of
a
speed
feedback
sign.
L
Those
have
been
shown
to
have
pretty
good
efficacy
as
well,
and
then
a
variety
of
pedestrian
safety
improvements,
mostly
overlapping
the
other
treatments
we
were
just
discussing
here.
But
then
we
also
have
tools
in
our
toolbox
like
leading
pedestrian
intervals
that
you
see
in
this
photo
where
the
the
walk
sign
comes
on
before
the
light
turns
green
to
make
it
so
that
pedestrians
can
be
in
the
crosswalk
in
a
spot
where
they're
really
highly
visible
to
drivers
before
drivers
have
the
opportunity
to
go
as
well.
L
So
the
next
steps
for
the
project-
really,
we
are
in
the
process
of
finalizing
if
you
want
to
go
to
the
next
slide,
finalizing
the
the
recommendations
for
these
various
corridors,
and
what
comes
next
really
is,
then,
once
you
have
a
suite
of
potential
improvements
in
these
neighborhoods
or
on
these
corridors,
the
city
then,
is
able
to
look
for
funding
opportunities.
L
L
Obviously,
local
funding
can
can
be
applied
to
some
of
these
and
then
in
within
those
recommendations,
we're
also
flagging
those
which
are
opportunities
for
quick,
build
improvements,
so
where
you
can
do
things
like
we
talked
about
on
center
road
and
not
necessarily
be
five
ten
plus
years
out
from
some
of
these
projects,
hopefully
being
able
to
start
to
move
the
the
needles
sooner
than
that
with
that,
that's
that's
really
a
summary
overview
of
the
project.
B
Yeah,
thank
you
very
much,
we'll
open
it
up
for
comments
or
questions
from
the
committee
and
I
see
a
hand
raised.
We
have
michael
brio
yeah.
J
Thanks
for
that
presentation,
it
all
looks
really
good.
Just
a
question
so
obviously
like
speed,
bumps
or
humps
are
probably
not
appropriate
in
most
situations,
particularly
on
some
of
the
arterial
streets.
You
guys
are
looking
at
but
like,
but
I'm
curious
about
well
as
like
with
speed
humps,
I'm
curious
about
or
similar
to,
that
is
traffic
circles.
J
L
Yeah
and
I
can
defer
to
some
of
the
city
staff
as
well,
but
generally
we
consider
you
know,
depending
on
the
context,
I
would
say,
traffic
circles
or
curb
extensions
are
both
pretty
good
applications
for
those
kinds
of
locations.
L
Your
general
goal
is
to
change
the
comfort
level
for
the
driver
in
a
sense
to
make
them
feel
like
they
need
to
maneuver
through
the
intersection
slower,
and
one
way
to
do
that
to
deflect
them
outwards
would
be
the
traffic
circle
and
the
opposite
way
to
deflect
them
in
words
would
be
the
curve
extension.
So
I
think
those
are
often
both
potential
improvement
types
to
be
looked
at,
depending
on
the
context.
B
B
It
was
actually
very
helpful
and
you
know
I
think
nothing
beats
being
able
to
get
out
there
and
actually
see
it
hands-on,
but
it
was
actually,
I
think,
functioned
very
well
virtually
and
you
get
a
different.
You
know
view
you
get
to
move
through
the
neighborhood
a
lot
more
quickly.
Obviously
you
get
to
see
you
know
more
of
the
intersections
more
the
corridor
as
you're
you're
scanning
through
virtually,
and
so
I
feel
that
went
well
and
appreciated
the
the
participation
and
the
feedback
that
we're
getting
look
forward
to
the
progress
I
had.
J
J
So
it's
great
that
this
is
all
quick
build
because
we
can
do
stuff
really
fast,
but
I'm
wondering
is
the
goal
or
could
the
goal
be
that
over
time
as
resources
permit
that
some
of
these
quick
build
things
we
could
become
more
permanent
infrastructure,
an
example
of
that
is
10th
and
11th
street
next,
to
where
I
live,
where
there
was
just
paint
and
there
was
kind
of
these
temporary
bollard
thingies
and
then
eventually
it
became
more
concrete
barriers.
K
I
can
answer
that
one.
The
answer
to
that
is
yes,
basically,
the
overall
strategy
for
the
quick,
build
program
under
vision,
zero
is
to
have
the
quick
build
phase,
be
the
testing
making
sure
that
the
project
is
well
first
off.
Do
quick
build
because
you
can
build
it
faster.
You
know.
That's
the
main
pitch
of
quick
build
is
that
we
can
quickly
design
and
implement
it
and
do
it
cheaply.
K
But
then
we
plan
to
be
doing
post-project
evaluations,
that's
something
that
we're
working
on
as
part
of
our
build
robust
data
analytics
tools,
so
the
the
product
that
urban
logic
is
working
on
for
us
will
allow
us
to
look
at
before
and
after
data
after
projects
are
installed.
K
So
if,
for
example,
center
road
is
completed,
let's
say
now
or
maybe
last
month,
then
a
year
from
now,
we
would
have
a
full
year
of
after
data
and
so
we'd
be
able
to
compare
that
against
the
before
data,
and
then
you
know
see
if
the
project
is
performing
as
desired,
basically
meaning
that
crashes
and
injuries
are
being
reduced.
J
M
K
B
Okay,
I'm
gonna
pose
a
couple.
Questions
hopefully
spur
some
thought
just
to
see
if
we
can
gather
some
feedback
task
force
meetings
are
not
as
effective
if
we're
we're
not
getting
as
much
feedback
from
our
partners.
So
just
a
couple
questions
and
maybe
people
can
ponder
and
then
I'll
ask
a
couple
specific
questions
of
the
county
and
bta
partners.
B
So,
first
off,
based
on
what
we've
seen
in
the
presentation,
I'm
wondering
if
anybody
has
any
feedback
as
far
as
specifically
how
we
can
maybe
improve
or
just
where
we
should
be
focusing
outreach
in
our
hard
to
reach
communities,
any
bits
of
advice
or
or
feedback
on
that
in
any
input
on
in
general,
how
the
walk
audits
might
be
improved,
especially
for
somebody
that
was
able
to
participate.
I'm
not
sure
if
others
were
any
concerns
about
these
particular
eight
locations,
and
I
don't
know
if
there's
a
slide
that
you
can
show
the
locations
again.
B
Perfect
thanks
jesse,
so
yeah
any
potential
concerns
on
the
locations,
and
so
hopefully,
if
there's
any
feedback
or
advice.
We'll
take
that,
and
I
will
have
a
question
specifically
for
some
of
our
county
partners
and
maybe
harry
can
can
lead
if
possible,
but
curious
what
kind
of
safety
review
work
you
do
for
expressways,
for
example,
element
expressway
or
capital
expressway
and
the
intersections,
and
those
in
particular,
which
are
priority
safety
corridors
maintained
by
the
county.
H
Yeah,
thank
you
for
the
the
question
I
I'm
gonna
ask
enough
to
weigh
in
as
well
he's
our
traffic
engineer
here
in
the
county
and,
unfortunately
ellen
our
transportation
planner
had
to
get
off
to
get
into
another
meeting,
but
just
a
couple
of
things
I
wanted
everyone
to
be
aware
of
you
know.
First
of
all
I
mean
safety
is
a
really
big
concern
and
one
one
corridor
that
we're
particularly
troubled
by
and
we
have,
we
have
had
I'd
say
some
of
our.
H
I
don't
have
the
data,
but
some
of
our
more
serious
ksi's
has
been
the
capital
expressway
corridor,
particularly
in
seven
trees
through
the
seven
trees
area,
and
we
are
very
interested
in
you
know,
learning
how
the
how
your
process
is
going
to
go,
particularly
one
of
the
things
that
we've
been
concerned
about
is
because
the
corridor
has
such
long
distances
between
traffic
signals
that
there's
a
lot
of
crossing
that's
unprotected.
H
So
that's
one
thing
and
you
know
we
do
the
second
thing.
I
wanted
to
mention
something
that
ellen's
working
on,
which
is
the
active
transportation
plan
that
we're
going
to
work
on
this
year,
which
is
to
evaluate
all
the
county
roads
for
their
ability
to
well,
first
of
all
for
their
their
bicycle
and
pedestrian
or
alternate
mode
capacity,
and
really
what
we're
going
to
be
doing
ultimately,
in
the
long
run,
with
the
expressway
system
in
terms
of
bikes
and
peds.
H
H
One
of
the
trickiest
areas
for
us
is
the
integration
between
the
county,
road
and
the
local
jurisdiction.
Obviously
we
have
15
jurisdictions
and
various
different
levels
of
interest
in
partnering
and
abilities
to
partner
where
we
can,
where
we
have
kind
of
gaps
in
roadways
and
I'll.
Just
use
a
couple.
Examples
that
might
like
the
group
bascom
avenue
so
bascom
avenue
is
a
quarter
that
extends
if
you
start
at
one
end.
H
Santa
clara
goes
into
san
jose
for
a
period
moves
into
the
county
in
front
of
the
all
the
way
through
burbank
and
in
front
of
the
county
hospital.
Then
it
moves
back
into
san
jose
and
then
it
moves
into
campbell
and
ultimately
los
gatos.
So
you
can
see
that
that
these
white
road
would
be
a
good
example
of
one
that
goes
in
and
out
where
we
need
to
coordinate
and
make
sure
that
our
our
systems
are
congruent
with
with
the
cities.
So
maybe
a
little
bit
of
a
meandering
answer.
H
I'm
sorry
about
that,
but
just
affiliate
on
a
couple
of
things.
We're
doing.
I
wonder
if
the
not
can
just
fill
you
in
on
how
we
evaluate
our
data
and
how
we
use
that
to
program
improvements
and
council
members,
our
chair,
chairperson,
if
I'm
going
on
too
long,
let
me
know-
or
if
you
want
to,
if
you
want
me
to
shift
that,
because
I
want
to
stay
through
the
chair
so.
B
No,
actually,
we
we
we've
we're
we're
ahead
of
schedule,
so
I'm
not
happy
to
hear
some
feedback
there
too.
E
Yeah,
thank
you.
So
we
use
the
the
program
called
the
crossroads
and
then
we
we
get
similar
data
from
it.
You
know
we
have
collision
data.
We
also
look
at
where
the
high
incident
locations
are
and
see
what
improvements
can
be
done.
We
try
to
you,
know,
look
for
trends
and
then
hopefully
we
can
stop
that
and
come
up
with
projects
that
can
help
if
you
can
identify
exactly
what
caused
it
most
of
these
pedestrian
collisions.
E
Sometimes
they
are.
You
know
if
you
look
at
who's
at
fault.
You
know
that's
coming
from
the
data
from
the
police
report.
Some
of
these
are
pedestrians
that
are
jay,
walking
or
not
paying
attention
to
the
signals,
and
things
like
that.
So
we
look
at
that
data
and
then
there's
a
definitely
a
piece
of
education
and
also
I'm
you
know
we're
also
looking
at
you
know,
is
enforcement
necessary
for
pedestrian,
behavior
and
also
bicycles,
behavior,
sometimes
they're,
going
on
the
wrong
side
of
the
road.
E
E
So
if
they're
in
the
mid
block
it's
a
quick
walk
across
the
expressway,
they
may
just
take
and
do
that
we
have
a
location
on
near
kurtner
on
a
midden
expressway
where
that
comes
to
mind
where
people
you
know,
we
have
a,
we
have
a
median
barrier
in
the
middle,
but
they
still
people
are
actively
crossing
in
that
area.
So
these
are
you
know.
These
are
some
issues
that
are
out
there.
Maybe
education
also
needs
to
include
pedestrian
and
bicycle
education
and
also
enforcement.
E
H
E
B
Yeah,
thank
you
and
then
I
did
see
joe
raised
his
hand,
joe
go
ahead.
A
Yes,
thanks
rahul.
First
of
all,
I
appreciate
the
virtual
walkthroughs.
I
was
able
to
participate,
or
at
least
view
the
jackson
avenue
in
moorland
locations,
and
it
was
very
telling
that
that
the
older
adults
have
a
big
participation
and
stake
in
this,
but
also,
as
it's
pointed
out,
driver
behavior.
But.
A
Bicyclist
behavior
on
the
part
of
older
adults
and
arp
traditionally
is
still
a
very
proactive
thing
with
our
constituents
and
driver
safety,
but
perhaps
the
data
should
it
bear
out
that
we
could
do
more
in
the
pedestrian
and
buy
s
safety
area
from
from
our
means
of
outreach
to.
We
have
about
70
000
members
residing
within
the
city
of
san
jose,
and
so
perhaps
it's
more
instrumental
and
we
can
engage
when
we
come
up
with
a
recommendation.
A
Communication
plan
about
recommendations,
but
certainly
we
have
interest
in
you
know:
analyzing
the
data
to
see
to
what
extent
older
adults
either
contributed
to
or
to
the
problem
or
victims
associated
with
the
problem,
or
probably
both.
B
Yeah
great,
thank
you
joe
and
was
that
was
that
it
joe.
B
Okay,
another.
E
Yeah
you
know
I
just
wanted
to
bring
up
one
more
point
in
terms
of
the
signal
timing
was
brought
up
from
steve
as
part
of
the
study,
so
one
of
the
things
that
we
do
at
the
county
intersections
is
that
we
have
pedestrian
sensors
that
we
have
installed
on
most
of
these
expressway
intersections,
where
it
automatically
extends
the
pedestrian
walk
time.
E
If
we
see
a
pedestrian,
that's
still
in
the
crosswalk
at
the
end
of
the
pedestrian
time,
so
that's
something
that
we
did
you
know
started
doing
that
about
maybe
10
years
ago
see
we
have
about
50
percent
of
our
express
vayner
sections
that
have
the
sensors,
so
we
continuously
as
we
do
projects
we're
installing
these
sensors,
so
that'll
help
address
in
case.
If
there's
a
timing
is
an
issue,
so
the
timing
gets
automatically
extended
if
the
pedestrian
still
is
seen
inside
the
crosswalk.
E
H
E
H
E
H
That
is
a
standard
that
we
established
and
we,
I
guess
enough,
we
kind
of
well,
we
invented
it
and
we
got
approval
from
it
from
what
is
it
called
the,
not
the
the
california,
not
the
mutcd.
H
Ctcdc,
so
this
is
a
microwave
sensor
that
is
accommodating
for
mobility
impairment.
What
you
know,
one
concern
that
we
do
have
is
we
we
have
impairment.
H
H
On
the
case
of
some
of
these
ksis-
and
I
didn't
hear
that
being
reported-
and
I
didn't
know
how
that
information
was
going
to
be
coming
out,
whether
that
was
through
the
coroner's
office,
I
assume
some
of
this
stuff
and
that
relates
to
both
the
the
driver
and
the
the
victim,
and
so
I'm
still
kind
of
looking
forward
to
kind
of
hearing
what
the
city
comes.
What
the
analysis
is
going
to
show
on
that.
B
Yeah,
thank
you.
Thank
you,
annan,
so
just
same
question
before
we
leave
this
topic
and
then
go
to
public
forum
or
open
forum
for
our
partners
at
bta,
similar
question.
If
I
asked
the
county
curious
what
sort
of
safety
review
work
you
do
for
your
intersections
and
any
potential
priority
safety
corridors?
G
Sure
this
is
angela
gaida
for
vta,
so
in
terms
of
well
there's
two
things
to
consider
when
we're
placing
our
facilities
throughout
the
city
first
service,
particularly
with
bus
facilities,
bus
shelters.
There
is
a
comprehensive
study,
that's
done
both
in
terms
of
traffic
and
safety
traffic
impacts
and
then
also
pedestrian
impacts.
G
We
look
at
pedestrian
channeling
and
then
there
are
other
things
that
are
not
necessarily
related
to
safety
that
go
along
with
making
sure
that
there
are
bus
pads
in
place,
but
most
of
it
is
around
pedestrian
safety,
pedestrian,
channeling,
vehicle
safety.
We
do
cut
out
curbs
for
particular
locations
of
bus
facilities
so
that
our
operators
have
a
safe
sort
of
area
to
exit
the
bus
if
necessary,
or
take
a
break.
So
we've
got
a
number
of
things.
That's
just
related
to
the
placement
of
our
facilities.
G
G
G
What
what
might
have
caused
an
incident
if
there's
anything
that
we
need
to
do
on
vitae
facilities,
that
could
enhance
safety,
and
then
we
also
look
at
again
the
lighting
foliage
things
of
that
nature,
and
it's
not
just
with
the
city
of
san
jose.
We
because
we
operate
throughout
the
county
of
santa
clara.
We
do
reach
out
to
each
jurisdiction
when
we
see
trends
when
we
see
increases
in
incidents
regardless
of
whether
it's
our
our
bus
system
or
our
light
rail
system
to
try
and
work
with
the
jurisdictions
to
see.
B
F
Hi,
thank
you
lauren
from
vta
bike
and
ped
program,
so
I
just
wanted
to
add
from
a
planning
a
transportation
planning
side
the
map
here,
overlaps
really
nicely
with
the
focus
areas
that
we
identified
several
years
ago
when
we
did
a
county-wide
analysis
and
looked
for
priority
area
areas
for
pedestrians.
F
So
we
looked
at
bus
ridership
as
well
as
a
history
of
crashes
as
well
as
several
different
geographic
factors
to
identify,
I
think,
was
12
focus
areas
in
the
county
and
actually
theron
pierce
helped
us
with
that
work
and
we
went
out
and
did
walk
audits
in
the
area
and
identified
some
potential
improvements
that
could
happen
there,
and
so
it's,
I
think
I
think,
there's
probably
about
five
of
the
eight
focus
areas
on
this
map
overlap
with
the
focus
areas
identified
in
vta's
pedestrian
access
to
transit
plan.
F
So
it's
nice
to
know
that
you
all
are
doing
the
the
walk
on
that
location.
B
We
invite
those
of
you
who
are
attending
with
us
to
be
able
to
speak
on
any
discussion
items
that
we
have
for
those
that
haven't
participated
before
by
zoom.
You
can
use
the
raised
hand
function
or,
if
you're
on
the
phone,
you
can
press
star
9
to
raise
your
hand
and
then
star
6,
when
you're
called
on
to
unmute
yourself.
B
Our
staff
will
instruct
you
to
unmute
yourself
and
you
may
you
may
speak,
and
we
will
keep
the
time
at
two
minutes
and
we'll
ask
for
our
panelists
that
we
don't
respond
into
all
we've
gone
through
all
the
speakers.
G
It
looks
like
cow
may
be
having
some
technical
difficulties.
So
let
me
just
jump
in
here
and
help
her
out.
G
Okay,
so
I'm
going
to
call
in
the
first
number
ending
with
5140.
You
can
mute
yourself.
B
B
A
B
B
B
A
B
A
B
B
I'm
sorry,
I
know
we're
having
trouble
here
with
the
timer,
and
so
I
am
I'm
timing
myself
as
well,
and
I
don't
know
if
you
were
timing
as
well
now,
but
if
we
don't
get
it
functioning,
then
we'll
have
that
on.
In
the
background.
M
Okay,
good,
thank
you
tessa
woodman
c.
M
You
know
record
these
things
in
and
that
they
get
put
into
the
public
policy
agenda.
For
instance,
stockton
avenue
where
I
live.
We
you
know
there
is
so
many
problems
here
and
I've
been
telling
my
council
member
deb
davis,
and
she
doesn't
do
anything
and
then,
even
when
we
have
all
this
development.
M
You
know
this
goes
back
even
to
pierre
luigi
alvario.
In
terms
of
all
the
development,
we're
not
getting
anything
from
the
developers
to
create
to
fix.
Stockton
avenue
we're
not
getting
that
or
the
other
intersecting
streets.
So
how
do
we
get
this
to
get
fixed?
You
know,
and
even
when
my
husband
got
hit
on
his
bicycle
at
stockton
and
taylor,
and
we
need
a
left-hand
turn
signal
or
the
person
who
died
at
stockton
and
lensing
and
then
on
top
of
it.
M
When
we
talk
about
the
fact
that
the
person
who
died,
number
26,
who
just
died
was
because
he
or
she
was
in
our
wheelchair,
going
too
slowly,
quote-unquote
and
and
she
got
run
over
on
somebody
on
meridian
and
parkour,
and
then
they
have.
We
have
this
technology,
but
we're
not
implementing
it.
And
then
I
say:
hey
you
know,
measure
measure
c,
measure
b.
J
Hi
blair
beekman
here
caller
five
one
four
zero
usually
comes
on
too
strong,
but
I
think
he
had
a
very
interesting
point
that
I
felt
was
valid
to
this
discussion
about
the
fines
versus
warnings
to
go
on
with
my
items
you
know
for,
for.
I
think
the
most
important
thing
I
can
offer
at
this
time
for
this
fall
we're
going
to
be
going
through
a
whole
bunch
of
new
ai
data
collection
planning
in
san
jose
and
different
data
collection
models
happening.
J
I
think
we
really
have
to
be
clear
to
practice
the
ideas
of
good
open
democracy
and
the
civil
rights
and
civil
protections
that
good
data
collection
practices
can
offer.
You
know
all
know
the
aopr
work
the
past
few
years,
they've
really
narrowed
down
their
data
collection
times.
You
know
it
used
to
be
a
year.
They
would
have
to
keep
data.
They
can
now
do
that
in
in
three
months,
based
on
good
civil
rights
and
civil
protection
and
democracy
practices.
J
Really
good
luck
to
ourselves.
What
can
be
how
we,
you
know
just
work
to
be
human:
this
fall
48
seconds.
We
just
had
a
via
this
past
weekend
that
viva
those
are
some
of
the
initial
reasons
and
intentions
of
vision,
zero
and
purposes.
J
Let's
hope,
let's
try
to
work
for
that
community,
good
spirit
about
the
curtner
area,
good
luck,
how
you
can
possibly
narrow
the
roads
there.
What
that
will
take
to
do
that
and
good
luck
with
the
ksi
statistics.
You
tried
talking
about
homeless,
as
as
people
who've
been
killed.
Recently,
that's
a
really
good
start.
You
know,
there's
real
issues
going
on
about
how
we're
going
to
talk
about
the
future
of
ksi's
statistics.
J
F
Hi,
can
you
hear
me?
Yes,
okay,
hi
yeah.
This
is
gina
leblanc,
I'm
a
bereaved
mother.
My
son
kyle
was
killed
in
2016
at
curtner
avenue
and
highway
87
when
he
was
trying
to
access
the
curtin
avenue
light
rail
station
yeah.
So
that
was
five
and
a
half
years
ago
and
I've
been
advocating
as
hard
as
I
possibly
can,
and
I'm
not
angry.
I'm
just
sad.
I'm
excited
that
kurtner
avenue
is
going
to
be
seeing
some
changes,
but
I'm
just
so
frustrated
that
it's
so
slow
it
is
so
slow.
F
I
come
in
the
background
of
being
a
neonatal
intensive
care
unit
nurse
and
in
hospitals.
If
there's
a
problem,
we
document
it,
we
jump
on
it
right
away,
there's
a
rapid
response
to
try
to
prevent
any
future
problems
and-
and
when
I
see
that
there
were
five
fatalities
around
that
intersection
of
monterey
road
and
kurtner
avenue.
F
I
know
maybe
it's
a
pipe
dream,
but
the
urgency
I
feel
the
urgency
and
every
life
lost
is
one
too
many
and
that's
everyone
in
our
community
unhoused
disabled,
mentally.
You
know
cognitively
impaired,
it
doesn't
matter.
We
all
have
a
right
to
use
our
roads
and
blaming
a
pedestrian
or
you
know
looking
to
blame
it.
That's
not
what
vision.
Zero
is
about.
It's
about
having
complete
streets
and
a
safe
systems
approach,
and
especially
designing
the
roads
differently
and
doing
what
you
can.
F
I
My
name
is
molly
macleod
a
couple
of
things.
First,
I
did
not
participate
after
the
first.
I
don't
know
10
minutes
of
the
curtner
meeting
in
june,
because
there
were
no
captions
available
made
repeated
requests
made.
Requests
at
the
beginning
didn't
happen.
During
the
last
three
months.
I've
been
emailing
back
and
forth.
I
I
finally
got
the
transcript
on
september,
16th
from
steve
at
parent,
fair
and
pure
whatever
it
is,
and
that's
way
too
slow,
and
also
this
week
I
got
a
request
from
jesse
saying:
hey
molly:
can
you
help
us
out
on
the
accessibility
stuff
which
I'm
happy
to
do?
I
speak
up
at
lots
of
city
and
county
meetings
about
accessibility
and
best
practices,
but
as
the
mother
of
a
son
who
was
killed
crossing
the
street
in
2018
and
who
will
always
be
23
whose
birthday
is
coming
up
in
october.
I
Second,
I
find
it
kind
of
hard
to
be
asked
to
be
doing
the
on
the
consultants
paid.
Seventy
five
thousand
dollars
for
work
done
from
february
to
to
september,
and
I've
got
some
questions
like
were
any
wheelchair
users
or
people
using
walkers
participating
in
in
any
of
these
walkable
surveys.
What
did
the
walkable
surveys
include?
Did
they
have
anything
to
do
with
access
check-ins?
I
What
about
these
microwave
sensors?
I
How
many
are
in
the
city
of
san
jose,
there's
all
sorts
of
questions
and
there
isn't
a
way
to
be
a
more
active
participate
during
this
meeting,
although
we've
certainly
got
lots
of
expertise
in
a
number
of
the
areas,
because
the
webinar
format
isn't
set
up
so
that
people
could
send
the
questions
so
that
the
task
force
members
could
say
hey,
maybe
we
want
to
know
how
many
matters
or
who
was
involved
and
what
the
survey
format
is
things
like
that,
because
I
know
that
people
care
about
is
this
issue
and
accessibility
a
lot
but
waiting
to
the
very
end?
G
A
Yes,
paul
soto
from
the
horseshoe.
It
is
from
these
vision,
zero
meetings,
I've
been
in
practically
all
of
them
is
that
35,
38,
38
of
all
traffic
fatalities
and
serious
injuries
occur
on
only
three
percent
of
the
land
mass,
and
I
think
we
need
to
cross-reference
that
information
with
poverty
and
what
is
going
on.
What
is
what
is
going
on
with
the
demographics?
I
also
learned
that
you
don't
collect
the
data
when
a
person
is
killed
or
a
serious
injury.
Demographic,
specific
demographic
data
is
not
taken
into
account.
A
Race
is
not
taken
into
account,
nor
income
level
is
not
taken
into
account.
However,
if
there
is
a
traffic
death
in
a
particular
area,
what
you
do
is
you
get
the
demographic
information
from
the
area
and
then
use
that
to
support
a
greater
dollar
amount
on
your
grant.
So
what
this
means
is
is
that,
morally
and
ethically
what
you're
doing
is
you're
extracting
money
from
impoverished
areas.
So
this
means
that
there
is
money
in
poverty.
There
is
money
in
to
be
made
from
the
poor,
but
only
from
their
death,
not
their
life.
A
Their
life
is
worthless.
It's
meaningless
see.
All
of
your
traffic
bumps
and
all
that
stuff-
and
I
don't
need
to
impugn
your
work
because
it
is
very
important
work.
However,
nothing
nothing
was
going
to
prevent
those
accidents
because
there's
a
element
of
indifference
and
apathy
towards
just
simply
human
life.
Now
your
work
is
not
going
to
avoid
that
part.
You're
doing
what
you
can.
I
appreciate
the
microwave
sensors,
but
I
agree:
where
are
they
and
how
many
do
you
have
and
in
what
areas?
And
what
information
are
you
collecting
from
them?
A
The
fact
that
you
had
mentioned
alcohol
that
was
very
offensive,
because
there
are
people
that
have
diabetic
issues
and
they
can't
move
because
it
affects
their
legs.
So
there's
all
these
other
issues
that
you
could
have
named,
but
you
went
straight
for
the
throat
okay
and
that's
cool,
because
you
identified
who
you
are
more
than
who
they
are.
A
All
right
good
afternoon,
first
of
all,
thank
you
so
much
to
to
the
whole
task
force
and
all
its
members
for
your
work.
I
really
appreciate
all
the
progress
the
city
has
made
in
the
last
year
and
I
agree
it's
not
fast
enough,
but
at
least
it's
it's
accelerating
as
a
father
of
two
children,
elementary
school
and
obviously
very
excited
about
everything
you
do
to
make
school
zones
safer
and
as
many
on
this
call
know,
school
zone
safety
is
what
kind
of
brought
me
into
vision.
Zero
advocacy.
A
I
got
involved
when
john
risto
and
his
team
from
bot
came
to
our
school,
all
traded
us
up
up
the
street
from
the
superintendent
warrants
office
and
told
us
they
want
to
use
a
really
small
quiet
road
to
build
a
bigger
road
and
put
more
cars
in
our
school
zones
and
we
as
a
community,
have
been
fighting
dot
for
three
years,
trying
to
keep
our
school
and
our
street
safe,
heavily
opposed
by
john
risto
and
his
team.
A
N
N
First,
I
I
joined
late,
so
I
apologize
if
what
I
ask
is
a
little
out
of
context
or,
if
you've
already
covered
it,
but
I
was
wondering
if
the
task
force
has
considered
the
impact
of
signage
on
collisions
or
fatalities
in
the
city
and
in
particular
my
concern
is
about
the
upcoming
effort
to
install
digital
billboards
with
changing
signs
and
different
animations
and
also
my
comment
is
I
heard
towards
the
end
of
the
presentation?
N
I
heard
towards
you
in
the
presentation
that
there's
some
crosswalk
sensors
to
indicate,
if
someone's
in
the
crosswalk,
to
extend
the
light
duration.
I
appreciate
that
that's
that
sounds
like
a
great
implementation
of
technology.
I
hope
we
can
look
at
expanding
that
throughout
the
city.
So
those
are
my
comments
and
questions
thanks.
B
Right,
thank
you
very
much
and
we
do
actually
have
just
a
couple
minutes
before
I
close
out,
so
I
did
want
to
go
back
to
molly
mcleod's
question
for
to
see
if
steve
davis
can
answer
in
regards
to.
A
L
L
B
Okay,
I
would
agree
with
you
know,
molly,
obviously,
that
that's
an
important
demographic,
especially
as
we
know,
I
think
that
the
how
they
can
be
subject
to
being
victims
at
a
higher
rate
due
to
like
what
we're
talking
about
with
the
sensors
right
there.
That
may
be
across
more
slowly
than
others,
as
we
know,
with
youth,
right
or
seniors,
or
just
anybody
that
might
be
mobility
challenged.
B
So
I
do
think
that
that
would
be
wise
right
to
have
some
specific,
not
only
feedback,
but
then
demographics
of
of
those
who
are
providing
the
feedback
as
we're
we're
gathering
the
info,
and
if
we
have
to
do
a
specific
outreach
sounds
like
we
did
reach
out
jesse.
Maybe
you
reached
out
to
try
to
see
if
molly
could
help
is
what
she
was
saying,
but
I
think
that
that
you
know,
if
we
don't
have
that
data,
then
we
should
actually
try
to
solicit
it.
K
We're
beginning
another
study
about
inclusive
community
engagement,
and
so
we
wanted
to
include
molly's
input
in
that
study,
because
we
know
that
she's
very
interested
and
can
be
I'm
sure,
she's
linked
to
a
lot
of
organizations
that
know
best
practices,
so
we're
interested
to
include
all
of
those
as
we
build
that
study,
which
is
happening
right
now,
so
we're
interviewing
people
to
be
part
of
that
and
yeah.
I
guess
we.
K
We
also
are
the
you
know
the
architect
of
the
outreach
and
engagement
effort
that
steve
davis
and
farron
piers
did
so
we're
interested
to
get
this
feedback
because
we'll
be
doing
another
five
locations
next
year
that
are
also
funded
by
ots.
These
grants
go
every
year,
so
we've
been
lucky
to
receive
that
grant
every
year
recently
and
in
next
year's
group
of
five
locations
that
have
not
yet
been
selected
and
also
the
consultant
has
not
yet
been
selected.
B
B
B
Okay,
all
right!
Thank
you.
Thank
you,
everybody
for
being
here
today
engaging
with
us
in
our
discussion
as
we
go
forward
with
the
task
force,
we
will
continue
to
encourage
participation
from
all
of
our
task
force.
Members.
The
next
task
force
meeting
will
be
on
december
10th,
friday
december
10th,
from
9
to
11,
and
the
next
vision
0
update
at
city
council
is
actually
coming
in
november,
at
the
transportation
environment
or
tne
committee,
and
all
attendees
will
be
given
a
short
survey
following
this
meeting.