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From YouTube: APR 6, 2022 | Vision Zero Task Force
Description
City of San José, California
Vision Zero Task Force of April 6, 2022
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://www.sanjoseca.gov/home/showpublisheddocument/83878/637842615046270000
A
A
B
B
B
C
Seventh
vision,
zero
task
force
meeting
for
the
city
of
san
jose
and
also
the
task
force
meeting
of
the
first
task
force
meeting
of
this
calendar
year.
My
name
is
raul
palace
and
I
am
the
council
representative
for
district
three
and
your
task
force
chair
and
I'm
joined
by
our
councilman
sanders
and
a
representative
from
district
9
council
member
pam
foley,
who
is
our
vice
chair
and
before
we
get
started
as
we
do.
Each
time
we're
going
to
take
a
few
minutes
to
remember
the
unfortunate
28
people
who
have
perished
on
our
street.
C
Since
the
last
task
force
meeting,
which
was
on
december
10th-
and
these
are
members
of
our
community-
they
are
family
and
friends
who
were
taken
too
soon,
and
I'm
going
to
call
out
the
first
14
names
and
councilmember
foley
will
call
out
the
second
14.
C
I
think
pam
I've
lost
her
connection
because
I
don't
see
her
on
the
screen.
I
will
read
off
the
second
list.
I
think
we
just
lost
her.
C
Recalling
last
year's
vision,
zero
task
force
meetings
in
the
previous
task
force
meetings,
we
provided
an
update
on
outreach
data
and
the
progress
of
the
vision,
zero
program
and
that
it's
been
making
and
what
the
city
of
san
jose
is
working
on
in
2022
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
the
data
and
community
feedback.
C
C
Where
do
you
see
your
roles
in
this
issue
and
what
is
the
solution
that
we
have
not
thought
of?
Yet
there
will
be
a
task
force,
member
discussion
after
each
presentation,
15
minutes
after
reports
and
updates,
where
we
will
hear
about
the
2021
traffic,
fatality
data
and
action
plan,
progress
and
then
also
after
vta
and
the
county,
roads
and
airports
presentations.
C
And
I
encourage
everybody
to
again
participate
in
today's
meeting
fully
as
we
are
seeing
unprecedented
numbers
of
traffic
related
fatalities,
and
it
truly
is
and
should
be
all
of
our
goals
to
reduce
that
trend.
C
At
this
time
I
will
be
doing
a
roll
call
and
calling
out
the
department
organization
and
name
of
the
representative.
If
you
could
identify
yourself
by
name
and
title,
that
would
be
most
appreciative
and
I'm
your
chair,
raul
perales.
We
have
our
vice
chair,
pam,
foley
and
then
from
our
city
of
san
jose
department
of
transportation.
D
C
How
about
public
works.
C
C
I
believe
we
had
michael
brio
listed.
I
don't
see
him
on
just
yet:
okay,
how
about
from
our
housing
department.
F
H
I
do
see
that
ellen
is
in
the
she's
going
to
be
presenting
our
should
be
presenting
for
us
today
enough
prasad,
our
our
traffic
engineer
should
be
out
shortly.
Thank
you.
D
B
Off
but
good
to
be
here,
jackie
louder,
santa
clara
county
ems
director
and
I'm
having
a
little
problem
logging
on
so
I
am
here,
though,.
I
Hi,
my
name
is
sandhya,
I'm
with
silicon
valley,
bicycle
coalition,
but
I
am
also
representing
karo
how
degree
from
calvox
and
diana
kramadi
from
silicon
valley,
bicycle
coalition
who's
generally
present.
Here.
C
C
If
you
have
any
comments
or
if
there's
any
changes
there,
just
a
couple
housekeeping
items
now,
this
meeting
is
going
to
be
recorded
and
posted
panelists
have
been
muted
by
default
and
since
we're
a
larger
group,
please
use
the
raise
hand
function
in
order
to
speak
and
then
on
mute
and
unmute
accordingly,
and
if
you
can
ensure
your
name
has
been
named
with
your
agency
included
as
well.
Attendees
will
have
an
opportunity
to
publicly
comment
on
the
open
forum.
C
This
is
due
to
a
large
number
of
panelists
that
we
have
in
limited
time
and
we
will
do
our
best
to
stay
in
our
prescribed
times
on
the
agenda.
Open
forum
will
be
at
the
end
again
and
if
you
wanted
to
speak
it
open
forum,
you
can
help
us
out
by
letting
us
know
now.
You
can
use
the
raised
hand,
function
or
star9
on
your
phone
and
we
will
gauge
how
much
time
we
need
at
the
end
of
the
meeting
and
closed
captions
have
been
enabled.
C
Please
use
turn
on
the
feature
if
it
is
needed
for
you
right
and
now
we
have
our
reports
and
updates.
This
is
item
two
and
we
have
jesse.
Mintz
roth
will
give
us
some
updates
on
the
vision,
zero,
key,
metrics
updates
on
the
vision,
zero
action
plan,
priority
action
areas
will
follow
presented
by
jessie,
minsroth
and
vudao
d.o.t,
and
then
sergeant
justin
palmer
from
san
jose
police
department,
and
we
will
follow
with
task
force,
questions
and
and
comments
after
the
presentation,
jesse
I'll
turn
it
over
to
you.
H
H
When
I
always
speak
about
these,
I
just
want
to
acknowledge
that,
while
these
are
numbers,
these
are
also
people's
lives,
and
so
I
don't
it's
they're
very
tragic
to
discuss,
and
yet
we
also
still
just
need
to
look
at
their
trends
and
so
for
2021.
We
ended
the
year
with
our
high
number
of
traffic
fatalities
of
60,
which
was
the
same
high
number
that
we
also
reached
in
2015
and
2019..
H
Looking
though
at
2022,
we
have
started
2022
as
council
member
pearl
has
said,
with
a
very
high
number,
we're
very
concerned
about
that.
We've
been
speaking
on
the
news
quite
often
recently,
and
so
you
can
see
that
at
this
point
at
the
end
of
march,
there
are
24
traffic
fatalities
which,
if
you
look
at
2021,
which
I
just
mentioned,
was
a
high
year.
H
We
were
at
9
at
that
point,
so
this
is
far
beyond
our
usual
number,
and
you
know
when
I've
been
asked
to
speak
on
the
news.
People
ask
what's
what's
the
story
and
the
story
appears
to
be
so
far
as
we
can
see
in
the
data
that
during
the
pandemic,
the
numbers
were
low
and
into
the
first
half
of
2021.
H
The
numbers
continued
to
be
low,
but
then,
when
the
economy
reopened
in
2021
in
june,
we
started
seeing
this
trend
line
go
far
above
normal,
and
so
the
beginning
of
2022
appears
to
be
a
continuation
of
that
trend,
line
that
began
in
mid-2021.
H
And
so
I
will
move
on
to
injury
crashes
by
month,
and
so
we
had
a
data
lag
before,
but
now
for
this
presentation
we
have
all
of
our
crashes
and
injuries
in
the
system
for
2021,
and
so
we
can
see
that
the
cumulative
injuries
by
month
is
in
the
middle
of
the
range
of
the
last
five
years
and
then
cumulative
fatal
and
severe
injuries
which
takes
the
acronym
ksi,
is
above
the
normal
range.
So
that's
also
of
concern.
H
Looking
at
the
traffic
fatalities
by
street
user
type,
people
who
are
killed
while
walking
continue
to
be
the
biggest
group
as
we
go
through
the
numbers
from
2017
to
2021
over,
although
they
tied
in
2017
they're
over
motor
vehicle
occupants,
and
this
point
is
really
important.
Given
that
in
a
city
where
most
people
drive,
the
people
who
are
walking
are
the
ones
who
are
the
ones
that
are,
you
know
the
biggest
concern
in
our
data.
H
H
18
of
them
are
due
to
speeding
and
just
to
make
the
point,
as
we
do
often
speeding
is
the
top
known
factor
leading
to
fatal
and
severe
injuries
and
then
so,
while
that's
2021
data,
you
can
see
that
represented
in
a
five-year
trend
where
the
88
percent
that
I
just
pointed
out
on
the
last
slide
are
represented
by
the
light
blue
line,
which
is
53
and
the
dark
blue
line
which
is
60.
H
The
that
is
the
light
blue
line
is
fatality,
is
on
35
mile,
an
hour
plus
corridors
as
a
percentage
of
overall
fatalities,
the
dark
blue
line,
and
then
also
since
I
brought
up
the
point
about
pedestrians
being
the
motive
street
user
that
were
most
that's
highest
in
the
data.
The
the
point
there
is
also
true
pedestrians
who
are
killed
on
roads
with
a
posted
speed,
limit
of
35
or
higher,
make
up
20
of
the
23,
which
is
87,
and
so
you
can
see
in
the
past
several
years.
H
Looking
at
the
2021
traffic,
fatality
trends,
29
or
48
occurred
on
our
priority
safety
corridors.
The
priority
safety
corridors
are
the
roads
that
we
analyze
in
our
data
to
find
where
most
fatal
and
severe
injuries
occur
and
are
the
focus
of
the
vision,
zero
program.
H
We
have
teams
that
work
on
redesigning
those
streets,
and
so
we
see
in
the
2021
data
that
this
percentage
is
higher
than
usual.
It's
usually
30
to
40,
but
in
2021
it's
48
keeping
sort
of
the
backing
of
that
strategy
to
focus
on
those
priority
safety
corridors
that
are
focused
on
in
the
data.
H
Among
them,
the
one
that
had
the
most
traffic
fatalities
is
monterey,
road
which
had
seven
traffic
fatalities
in
2021
or
12.
We
also
have
noticed
a
large
growth
in
unhoused
traffic
fatalities.
18
or
30
in
2021
are
people
who
are
considered
unhoused
by
the
medical
examiner
corner
and
we
see
a
large
percentage
in
dark
hours.
70,
and
so
I
already
mentioned
motorcyclists,
and
I
already
mentioned
the
large
percentage
of
people
walking.
H
But
one
of
the
large
sort
of
data
points
within
the
people
walking
are
that
a
lot
of
them
occurred
outside
marked
crosswalks,
and
that
category
is
large,
it
could
be
close
to
a
marked
crosswalk
or
it
could
be
quite
far
in
some
cases,
there's
large
distances
to
a
close,
marked
crosswalk.
H
But
that's
one
data
area
that
we've
been
quite
interested
in
also
in
terms
of
the
drivers,
44
of
them
or
73
involved,
a
male
driver
and,
as
I
already
mentioned,
speeding
as
a
factor
is
the
top
known
factor
leading
to
fatal
and
severe
injuries.
So
in
2021
you
can
see
the
data
numbers
below
the
23
people
killed
while
walking
and
the
19
people
killed
as
a
motor
vehicle
occupant
in
2022.
H
We've
mentioned
that
at
this
point
at
the
end
of
march,
we
have
a
lot
of
traffic
fatalities
and
so
24
total
fatalities
from
23
crashes,
12
of
whom
are
people
killed
while
walking
and
so
on.
This
slide,
if
sergeant
justin
palmer
is
present,
we'd
like
to
ask
him
to
speak
a
little
bit
about
this
slide
in
the
next
slide,
which
are
just
for
his
own
experience
of
being
there
on
the
police
department
when
they
record
these
data
points.
So
if
he's
available,
we
will
see.
B
I'm
here
there
we
go
great
yeah.
So
as
far
as
this
first
slide
is
concerned,
I
think
one
thing
that
and
what
jesse
was
saying
that
we
can
point
out
fairly
clearly
is
out
of
our
most
recent
fatalities
about
50,
pretty
steady
are
pedestrians
in
the
roadways.
B
One
thing
we're
seeing
on
our
end
is
that
in
a
lot
of
these,
as
you
mentioned,
the
pedestrians
are
outside
of
marked
crosswalks,
but
also
had
they
been
in
a
marked
crosswalk
crossing
the
street.
They
would
have
been
traveling
against
a
red
hand
and
in
many
of
these,
the
drivers
not
all
of
them,
but
many
of
them.
The
drivers
had
the
right
of
way
on
that.
B
So
we're
trying
to
see
whether
a
lot
of
that
is
just
inattention
or
there
is
you
know
we
have
that
age-old
adage
where
the
pedestrian
always
has
the
right
of
way
and
we've
been
thinking
of
ways
where
we
can.
You
know
make
pedestrians
mindful
that,
while
that
is
something
that
has
been
said,
if
there
is
a
marked
signal
done,
they
shouldn't
be
there,
then
we
need
to
mine
those
signals.
B
Many
of
these
do
involve
unhoused
individuals,
and
so
that
is
something
we've
been
considering
trying
to
get
out
to
that
population
in
order
to
hopefully
educate
them
a
little
bit
more
and
just
make
them
mindful
right,
because
50
is
a
lot
higher
of
a
number
than
we've
had
in
the
past.
As
far
as
pedestrians
being
involved
in
these
fatal
collisions.
H
Thank
you
sergeant
palmer.
I
will
continue
with
the
updates
on
the
vision,
zero
action
plan,
we're
going
to
start
with
section
four,
which
is
increased
community
outreach
and
engagement,
and
I
will
say
that
coming
up
is
some
work
that
we're
doing
with
unhoused
people.
But
I
will
start
here
with
our
safety
messaging
consultant.
H
We
mentioned
before
that.
We
have
started
a
contract
with
a
safety
messaging
consultant
we're
in
the
early
stages,
so
we're
not
yet
ready
to
release
a
campaign,
but
it's
coming
up
and
so
we're
currently
wrapping
up
the
research
phase.
We
did
a
with
a
sub
consultant,
did
a
public
opinion
survey
about
his
transportation
topics
and
safety
in
san
jose
in
january
and
february.
H
H
Our
first
campaign
is
when
we
anticipate,
so
we
also
have
a
work
that
we
do
around
daylight
savings
time
when
it's
darker
during
commute
hours
november
to
march
that
recently
backed
up
and
during
that
period
we
had
88
changeable
message,
signs
which
were
installed
on
the
17
priority
safety
corridors
and
recent
fatality
locations
with
coordinated
enforcement
from
sjpd,
and
also
I
mentioned
that
we've
had
a
lot
of
work
with
local
press,
increasing
awareness
around
traffic
safety
and
finally,
mayor
lucardo
held
a
press
conference
on
center
road
on
march
17th,
and
he
also
testified
at
the
california
assembly
transportation
committee
on
march
28th
in
favor
of
a
bill
called
av-2336
which
would
allow
san
jose,
along
with
six
california
cities,
to
pilot
the
use
of
speed
cameras
or
speed
safety
systems
on
high
injury,
roads.
H
And
this
gets
more
to
the
point
that
we
began
talking
about
before,
which
is
the
growth
in
traffic
fatalities
involving
unhoused
people,
notably,
the
number
has
tripled
from
2019
to
2021,
and
we
have
developed
some
engagement
materials
that
we
are
working
with
our
with
our
partner
departments,
who
are
here
in
the
task
force
to
distribute
neil.
If
you
have
an
update
on
this
slide
or
if
you're
able.
B
Yeah
sure
thanks
jesse
and
thanks
definitely
for
dot
for
being
able
to
print
out
these
multilingual.
F
Flyers
or
cards
for
us,
so
the
beautify
sandals.
B
18
received
about
1
000
of
these
cards
and
are
starting
to
distribute
them
out
at.
B
We
also
requested
50
reflective
vests
for
to
be
handed
out.
F
H
J
J
We
have
been
making
progress
in
the
area
of
quick
build.
We
are
starting
the
quick
bit
of
work
on
hillsdale
avenue
this
week
and
in
the
next
few
months
we
will
be
working
on
brandon
lane
and
also
kerner
avenue,
but
we
are
not
just
making
improvements
along
major
corridors.
We
are
also
making
improvements
at
specific
locations,
location
where
the
data
takes
us
or
guide
us
to
an
example
of
that
would
be
the
intersection
of
monterey
and
curtin
this
location
where
last
year,
unfortunately,
three
members
of
our
community
lost
their
lives.
J
The
images
in
the
slide
highlight
the
quick,
build
components
or
elements
that
we
have
implemented
at
this
intersection.
We
install
quick,
build
curve
extension
at
the
corners
to
help
slow
down
the
right
turn
drivers,
making
it
safer
for
crossing
pedestrians.
We
also
install
green
bike
lane
striping
at
all
approaches
to
clearly
delineate
the
space
for
bicyclists.
J
J
We
know
that
this
area
has
a
high
percentage
of
pedestrians
crossing
at
mid
block
away
from
the
intersection,
especially
the
unhoused
members
of
our
community.
Two
of
the
fatalities
last
year
were
pedestrian
crossing
at
mid
block
away
from
the
crosswalk.
J
J
In
this
case
it
would
be
the
intersection
of
curtains
and
also
another
signalized
intersection,
just
north
of
the
location.
So
these
are
some
of
the
quick
build
examples
that
we
have
installed
recently
and
we
hope
to
make
a
difference
by
making
our
streets
safer,
one
location,
one
corner
a
corridor
at
a
time.
J
H
Thank
you.
Moving
on
to
the
last
section
of
the
vision,
zero
action
plan,
prioritizing
resources
on
high
fatality
and
spirit,
injury,
corridors
and
districts.
The
way
that
this
is
a
little
different
from
whose
slide
is
rather
than
just
on
the
corridors.
H
So
another
update
and
the
last
slide
in
this
part
of
this
presentation
is
about
assembly
bill
43,
which
is
a
bill
that
passed
the
california
assembly
last
year
and
which
san
jose
worked
on
with
other
california
cities.
It
gives
more
flexibility
to
lower
speed
limits
on
certain
roadways
that
qualify,
roadways
that
have
high
injuries
as
severe
and
fatal
injuries,
locations,
generating
high
volumes
of
pedestrians
and
cyclists,
and
also
business
activity.
H
H
However,
already
some
parts
of
the
bill
are
effective.
One
of
them
is
the
ability
to
extend
the
engineering
and
traffic
surveys
that
we
already
have.
That
may
have
been
expired,
so
previously
they
were
expired
at
seven
years
and
could
be
extended
to
ten
years
now
they
can
be
extended
to
fourteen
years.
H
So
when
we
did
the
first
round
of
eligible
streets
using
the
provisions
of
the
bill
that
are
already
available,
which
are
primarily
the
ones
of
the
business
activity
districts,
these
were
the
streets
that
we
found
eligible
for
a
reduction
of
budget
speed
limit
to
20
miles
per
hour
and
have
previously
presented
on
this
to
city
council's
traffic
and
environment
city,
a
transportation
environment
committee.
H
So
the
evergreen
village
square,
downtown
santa
clara
street
between
almaden
avenue
and
fifth
street
online
avenue,
between
st
john
and
santa
clara
coast,
street,
between
market
and
first
street
cayeye,
willow
willow
street,
between
palm
street
and
almodon
avenue
and
in
japan,
town
jackson,
street
and
so
we'll
move
to
questions.
C
Okay,
we
are
going
to
start
with
discussions
on
the
presentation
here
and
then
I
am
going
to
present
a
memo
as
well
that
I
had
submitted
to
the
council
last
month.
So
first
we'll
take
questions
comments
on
this
not
seeing
anybody's
hand
going
up.
Let
me
go
to
the
screen
joe
glenn.
B
Yes,
just
a
quick
question
for
jesse
on
the
data
and
a
quick
scan,
it
would
appear
that
the
trend
also
includes
older
adults,
age,
50
plus
being
increasingly
vulnerable,
particularly
in
the
pedestrian
category.
B
I
was
curious
to
see
if
there
was
any
correlation
between
that
that
factor
and
house
versus
unhoused
increasing.
Have
you
seen
anything
in
that
regard
alongside
the
data.
H
That's
a
great
question:
we
haven't
done
that
specific
analysis,
although
that
is
analysis
that
we
could
easily
do
so.
We
could
get
back
to
you
about
that.
C
F
Hey.
Thank
you
just
question
about
the
speed
limit
of
laws
that
I
guess
went
into
play.
I
guess
what
is
there
going
to
be
sort
of
recommendation.
B
B
H
H
B
Yeah,
these
are
all
you
know:
high
sort
of
shopping
areas
and
pedestrian,
probably
higher
pedestrian
areas,
which
is
why
I'm
assuming
you
selected
these
to.
F
Study
and.
B
D
Hey
this
is
lilia
deputy
director
traffic
operations
and
safety
sal,
but
thank
you
for
bringing
this
up.
The
provisions
of
the
legislation
is
very
clear
on
what
can
move
forward
without
council
actions,
and
so
I'm
sorry,
I
I
will
require
council
action
in
a
way
of
acknowledgement,
but
specifics
around
business
district
and
the
the
density
of
businesses
on
a
particular
block
and
the
continuity
of
speeds
to
adjacent
blocks,
where
we
can't
have
a
20
mile
per
hour
street
that
jumps
to
a
35
mile
per
hour
zone.
D
D
Changes
are
occurring
that
what
may
not
be
eligible
today
could
be
eligible
next
year
or
the
year
after
with
all
the
land
use
change,
but
also,
as
we
implement
our
quick
build
projects
and
and
effectively
bring
down
the
average
speeds,
we
might
be
able
to
qualify
more
streets
until
the
priority
safety
corridor
provisions
are
established.
C
Thank
you,
sal,
and
I
actually
do
like
where
you're
going
with
that.
I
think
there
is
an
opportunity
here
with
this
task
force
with
the
the
broad
coalition
of
stakeholders
that
we
have
to
provide
some
advocacy
on
particular
issues,
and
this
bill
is
one
of
those
I
would
agree
when
this
came
to
the
council,
myself
and
other
council
members
expressed
our,
I
think,
dissatisfaction
with
how
little
benefit
it
was
going
to
provide
when
you
look
at
these
streets.
C
Even
you
know,
along
santa
clara,
just
between
almaden
and
fifth
right,
it's
a
pretty
small
segment.
It's
all
these
are
all
areas
I
would
say
hands
down.
We
would
want
to
impose
this
20
mile
an
hour
speed
limit,
especially
since
they
meet
the
the
rubric
that
lilly
was
talking
about,
but
we
were
really
hoping
that
there
was
going
to
be
more
opportunities
throughout
the
city,
but
as
low-hanging
fruit.
C
I
absolutely
think
this
would
be
something
that
the
council
would
be
in
support
of,
but
for
this
body
I
would
say
I
agree
with
you
sal
that
if
there's
an
opportunity
to
provide
some
advocacy,
especially
as
those
provisions
are
being
developed-
and
it
sounds
like
our
dot
is-
is
in
conversation
with
other
cities
on
this,
I
would
agree
with.
You
saw
that
that
maybe
this
body
could
provide
that
advocacy
and
there
could
be
a
letter
that
I
could
be
authorized
as
the
chair
and
the
co-chair
to
sign
and
draft
that
says:
hey
we.
C
You
know
we
appreciate
this,
but
as
you
develop
the
provisions
right
right
now,
it's
so
limited
that
we're
not
going
to
see
a
tremendous
impact.
Besides
on
these
very
you
know
few
areas,
and
I
would
say
that
could
be
the
same.
We
could
do
for,
for
instance,
on
the
assembly
bill
in
regards
to
speed,
speed
enforcement
cameras,
because
we
we
also
know
that's
being
tied
up
and
and-
and
we
could
in
in
letters
like
that
advocacy
letters.
We
could
then
list.
C
You
know
the
names
of
the
task
force
members
at
the
bottom
and
the
agencies
just
to
show
a
really
true
broad
coalition,
if
indeed
this
task
force
was
willing
to
so
I
think
that's
something
that
we
will.
We
will
take
up
for
consideration
to
agendize
some
formal
potential
actions
on
letters
and
we
can
get
out
to
the
task
force
members
at
the
next
meeting.
So
that
way
you
can
see
where
we're
going
with
those
letters
and
then
and
actually
take
a
vote
to
see
if
we
can
get
some
support
on
that
advocacy.
G
Great
thank
you,
chair
kind
of
to
run
off
of
that.
Looking
at
from
a
a
county-wide
perspective,
I'm
really
excited
about
the
opportunity
that
av
43
has
and
I'm
if,
if
this
group,
if,
if
city
staff
haven't
already
had
conversations
with
with
other
agencies
about
this
through
some
of
bta's
working
groups,
I
think
I
would
encourage
you
to
to
do
that,
because
I
think
that
within
our
county
there's
multiple
agencies
that
are
interested
in
implementing
this
and
if
it's
implemented
across
the
county,
I
think
it'll
be
really
beneficial.
G
So,
and
thank
you
also
for
that
excellent
update
on
the
on
the
work
and
the
data.
It's
really
very
helpful.
C
Thank
you,
okay,
I'm
not
just
a
question
I
had
in
regards
to
the
the
high
number
we're
seeing
of
pedestrians
that
we
believe
and
are
unhoused.
Do
we
also
get
a?
I
believe
it's
a
toxicology
report
to
understand
their
level
of
toxic
intoxication,
potentially
whether
it's
drugs
or
or
alcohol
that
may
play
a
factor.
I
think
it's
it's
one
category
to
look
at
those
that
may
be
unhoused,
but
I
think,
if
you're
also
determining
that
a
high
number
of
them
happen
also
be
intoxicated.
C
Clearly,
that's
a,
I
think,
a
factor
right
that
that
would
potentially
cause
somebody
to
now
stumble
or
walk
into
the
roadway
outside
of
a
crosswalk
and
not
be
fully
aware
of
their
surroundings.
Is
that
something
we
we
evaluate
as
well.
C
I
see
her
name
there,
but
doctor
neymar
she's
on
mutiny,
okay,.
H
K
C
So
the
question
was
and-
and
we
could
ask
our
sergeant
from
sj
pd
as
well,
but
I
am
curious.
We
we
have
an
understanding
now
of
a
high
number
of
unhoused
individuals
that
are
being
killed
and
hit
out
walking
outside
of
the
crosswalk.
C
B
C
I
would
yeah
I
I
think
that
you
know
I
just
looking
at
the
data
as
we've
been
now
the
last
few
meetings
and
we've
had
now
this
higher
trend
of
unhoused
individuals
that
are
that
are
being
hit
specifically
again,
walking
as
pedestrians
or
outside
of
a
crop
crosswalk
specifically
again
and
I'd
like
to
drill
down
a
little
further
just
to
see
you
know,
rather
than
peg
this
as
an
issue
with
those
that
may
be
unhoused
and,
for
instance,
we
were
talking
about,
and
we've
handed
out
some
of
the
vests
if
you're,
intoxicated
and
specifically
intoxicated
at
a
certain
level
on
drugs
or
alcohol,
I
don't
care
if
you're
unhoused
or
housed
right
for
one
you're
likely
not
gonna,
put
on
a
vest
and
two
you're,
probably
not
gonna,
know
where
you're
walking
in
in
a
crosswalk
outside
of
a
crosswalk,
and
so
I
I
just
think
that
that
would
be
since
we're
seeing
such
a
high
trend
here.
C
That
would
be
a
some
data
that
I'd
like
to
see,
and
that
way
we
can
determine
is
that
a
factor
I
have
a
high
factor,
which
I
suspect
that
it
is,
but
I'd
like
to
see
that
so,
is
that
something
we
could
include
in
our
future
reports
on
this
particular
data
point.
B
Yes-
and
I
would
suspect
the
same
given
the
information
that
we
do
see
so
yes,
we
could
definitely
look
into
that
and
we
could
report
out
on
that
next.
C
Thank
you,
you're
welcome,
jesse.
I
see
you
nodding.
We
can
include
that
yeah,
okay,
councilmember
foley.
B
Thank
you.
Thank
you
for
the
great
report
and
council
member
problems.
I
just
wanted
to
follow
up.
I
think
that's
a
great
idea
to
include
the
toxicology
report,
because
some
of
these
pedestrians
who
were
killed
may
have
high
levels
of
alcohol
or
drugs
in
their
system,
and
it
would
be
helpful
to
know
that,
especially.
B
B
C
C
We
may
not
be
drilling
down
to
really
where
the
specific
areas
we
should
be
focused
on
and-
and
we
know
that
we
also
heard-
I
think
that
in
the
presentation,
certainly
the
the
the
old
notion
of
the
pedestrian
always
has
the
right-of-way
it
it.
Quite
frankly,
just
doesn't
work
regardless.
If
that
is
true
or
not,
or
even
if
you're
in
a
crosswalk,
a
fast-moving
vehicle
is
going
to
win
that
battle
100
of
the
time
and
so
regardless
right.
C
I
think
that
that
that
mentality
is
the
incorrect
mentality,
because
we
don't
want
anybody
to
feel
as
though
they
they
have
a
right
of
way
or
they
they
are.
They
are
in
the
right
right
and
that
they
may
come
out
ahead
in
that
situation.
It's
just
not
the
case,
and
we
want
people
to
to
have
a
different
notion
in
their
mind
right
whether
it's
this
as
we've
had
right
cross
in
the
crosswalk,
but
just
the
the
understanding
on
where
it
is
safer
to
be
able
to
to
cross
a
roadway.
B
I
I
agree
and
just
to
follow
up
so
the
the
data
we'll
be
collecting
on
the
toxicology
is
not
just
unhoused,
because
that's
not
the
only
individuals.
We
want
to
check
the
toxicology,
it's
any
pedestrian
crossing
a
street
out,
maybe
outside
of
the
crosswalk,
whatever
criteria
you
want
to
use,
but
all
pedestrians
who
we
have
who
have
been
killed
while
crossing
a
street.
Yes,
yes,.
C
Okay,
satire.
I
I
They
should
be
designed
to
ensure
that
those
inevitable
mistakes
do
not
result
in
severe
injuries
or
fatalities,
so
yeah,
even
on
one
hand,
while
we're
discussing
like
alternatives,
are
studying
it.
It's
good
to
know
what
are
the
reasons
for
like
if
if
people
were
toxicated,
while
they
were
being
killed,
but
that
is
not
what
we
should
aim
for.
We
should
continue
on
the
other
side
as
to
even
if
another
person
is
toxicated
and
crosses
the
street,
it
does
not
result
into
a
severe
injury
or
fatality.
C
Yeah,
that's
a
terrific
point,
synthetic
and
thank
you
for
for
mentioning
that.
I
think
the
example
that
we
saw
of
the
quick
build
project
with
the
median
fence
is
a
good
example
of
right
that
that's
a
way
to
deter
somebody
that
may
be
deciding
that
they're
going
to
make
a
mistake,
as
you
point
out
right
and
cross
the
roadway
if
they
see
that
then
now
they're
going
to
be
deterred
right
and
hopefully
make
a
different
decision,
whether
they're,
intoxicated
or
not,
and
and
a
good
a
good
point
to
bring
up.
Thank
you.
C
C
Am
going
to
take
a
moment
then,
now
and
and
and
present
to
the
task
force,
a
recent
policy
action
that
was
taken,
and
this
was
back
last
month
in
our
transportation
environment
committee,
as
we
received
a
verbal
report
on
the
current
vision,
zero
program
and
especially
in
response
to
the
high
number
of
fatalities
that
we've
seen.
C
And
so,
as
the
chair
of
this
task
force,
I
put
forth
a
memorandum
and
initiated
a
conversation
on
how
we
can
evaluate
our
current
action
plan
for
this
task
force
and
to
ensure
that
we
are
doing
the
needed
work
and
and
potentially
what
else
we
we
can
do.
So.
C
I've
always
strongly
believed
that
there
is
not
one
single
element,
but
really
all
tools
in
the
toolbox
that
we
need
to
advance
our
vision,
zero
goals
and
to
reduce
the
number
of
fatalities
and
injuries
on
our
streets,
and
there
are
three
specific
areas:
education
and
outreach,
infrastructure,
planning
and
enforcement.
C
Two
years
ago,
when
we
first
adopted
the
vision,
zero
action
plan,
I
had
asked
that
we
look
at
overhauling
our
education
and
outreach
program,
including
bringing
on
a
consultant
to
do
so,
which
is
happening
as
we
speak,
and
I
do
look
forward
to
receiving
that
update
soon.
My
memo
focused
on
the
remaining
two
items
regarding
enforcement.
We
know
that
we
continue
to
need
traffic
enforcement,
more
traffic
enforcement
officers
and
similar
to
when
we
were
working
to
restore
our
police
force.
C
Overall,
it
was
incredibly
helpful
to
have
the
quarterly
reports
from
sjpd
on
staffing
levels
so
that
we
can
react
and
make
decisions
quicker.
I
believe
this
should
apply
to
teu,
especially
understanding.
If
we
can't
put
more
bodies
onto
our
motorcycles,
then
what
else
can
we
do
to
help
narrow
the
focus
of
their
duties
and
ab43
is
a
piece
of
that
work
and
I,
along
with
our
administration,
certainly
in
this
group-
are
supportive
of
exercising
ab43
to
its
fullest
extent
to
maintain
lower
speeds
in
our
areas.
C
The
other
piece
is
around
infrastructure
and
planning,
and
I
agree
with
my
colleagues
that
we
need
to
get
more
paint
plastic,
concrete.
The
infrastructure
put
into
our
streets
as
expediently
as
possible.
However,
it
is
critical
to
understand
that
in
order
for
that
to
happen,
we
need
the
proper
staffing
resources.
C
None
of
those
infrastructure
projects
are
going
to
get
evaluated
on
their
placement
or
installed
without
the
the
adequate
staffing
resources
and
I've
heard
that
loud
and
clear,
from
our
dlt
staff
and
and
before
I
I
wrap
up.
I
did
want
to
ask
if
lily-
and
I
did
see
john
pop
on
office
here,
but
if
lily
or
john
want
to
speak
on
how
the
the
increase,
staffing
on
project
evaluation
and
data
analysis
can
help
us
to
increase
our
efficiency
on
the
traffic
safety
projects.
D
D
Certainly,
the
project
team
is
focused
on
many
areas
beyond
just
division:
zero,
quick
build
projects,
and
we,
the
team,
also
looks
at
the
sideshow
work
that
we
hope
to
be
implementing
this
summer,
but
among
that
many
more
many
more
bd
projects,
so
having
the
additional
bodies
that
are
trained
and
can
do
quick
design
work,
as
well
as
leveraging
contra
consultants
to
do
the
work
we'll
get
more
projects
in
the
ground
faster
earlier
in
the
presentation.
D
If
we
mentioned
you
know
we're
making
one
street
safer
one
at
a
time
and
that
it's
disheartening
from
operation
standpoint
that
we
couldn't
do
much
more
in
a
quicker
manner,
but
that
also
implies
that
we
have
not
only
the
in-house
crews
that
are
able
to
implement
quick,
build
work,
but
that
we
have
also
contractors
lined
up
with
projects
that
are
ready
to
go.
So
that
makes
a
difference
as
well
as
pursuing
grants
with
ready
design
work.
C
C
But
it's
it's
not
always
the
first
thought
in
regards
to
hey:
do
we
have
the
adequate
staff
to
actually
go
out
and
do
that
analysis
and
then
do
the
installations
and-
and
we
need
that
to
be
the
case-
and
I've
heard
that
loud
and
clear
from
you
now
that,
even
with
what
we
have
already
prioritized,
there
really
isn't
enough
staff
to
implement
them
as
fast
as
we
would
want
to,
and
so,
if
we
are
to
try
and
add
additional
projects,
we
have
to
expect
those
to
be
delayed
unless
we
are
to
add
resources,
and
so
we
have
our
our
budget
process
coming
up,
and
I
know
it's
something,
certainly
that
I'll
advocate
for
in
our
in
our
vice
chair,
councilmember
foley,
but
but
I
think
that
additional
advocacy
and
the
conversations
we
can
have
here
from
other
stakeholders
and
community
members
will
help.
C
C
So
another
issue
I
was
surprised
to
to
see
or
to
learn
was
that
we
we
don't
have
a
protocol
after
there
is
a
fatality,
and
we
do
have
one
with
our
mayor's
game
french
and
task
force.
Whenever
there
is
a
excuse
me
a
gang,
related
homicide
and-
and
we
know
that-
we've
where
the
trends
are
going,
we've
seen
way
more
fatalities
happening
on
our
roadways
than
with
our
our
gang-related
violence.
C
But
we've
had
this
terrific
process
and
protocol
after
a
gang-related
homicide
and
in
looping
stakeholders
together-
and
I
know
that
that
that
we
have
discussed
continuously
here-
is
about
sharing
and
timing
among
the
various
agencies
and
that
period
of
time
immediately
after
a
fatality
is
critical
to
be
able
to
respond
cohesively
and
that's
something
I
think
we
should
have.
C
And
finally,
looking
long-term,
my
office
consulted
with
both
d.o.t
and
our
planning,
building
and
code
enforcement,
and
perhaps
there
is
an
opportunity
to
rethink
the
big
picture
on
tweaking
our
general
plan
more
aggressively
to
make
our
general
plan
designated
streets
for
vehicular
traffic
even
more
multimodal,
such
as
lane
conversions,
reductions
on
and
especially
on
some
of
the
widest
streets
in
our
city.
C
So,
on
the
next
step
for
for
the
memo
I
presented,
it
was
accepted
by
our
transportation
environment
committee
and
the
direction
is
for
it
to
go
back
to
council
for
an
update.
This
is
why
I
wanted
to
bring
it
back,
bring
it
this
to
today's
task
force
to
ensure
you
all
can
provide
your
feedback
that
can
be
forwarded
to
the
council
as
well.
C
The
city
council
approved
also
approved
for
the
budget
asking
the
memo
to
go
through
the
budget
process
through,
what's
called
a
manager's
budget
addendum
and
that
will
provide
the
council
an
analysis
of
the
the
ask
for
the
budget
decision
making,
so
that
doesn't
give
it
approval,
but
it
gives
us
the
detail
and
then
we
have
an
opportunity
to
prove
it.
C
While
I
am
proud
of
the
work
this
task
force
has
has
done,
I
hope
that
we
can
be
even
more
ambitious
and
forward
thinking
on
how
to
progress
our
vision,
zero
goals
more
effectively,
and
that
was
the
purpose
of
my
memo
and
thank
you
for
indulging
on
this
quick
presentation,
and
I
welcome
any
questions
or
comments
that
we
could
then
provide
for
feedback
as
it
goes
to
the
city
council.
I
Thank
you,
raul,
poreless,
a
council
member
for
this
or
sharing
this
memo,
or
I
have
some
comments
from
both
silicon
valley,
bicycle
coalition
and
also
cal
walks,
who
are
not
able
to
be
here
today
and
a
lot
of
the
comments
here
are
some
things
that
are
already
covered
in
the
memo.
But
we
would
still
like
to
lay
some
more
emphasis
so
that
they
are
made
of
priority.
I
First
thing
that
you
mentioned
was
like
some
emphasis
on
post-crash
data
collection
or
analysis
and
sharing
using
the
data
analysis
to
make
sure
that
there
are
immediate
improvements
made
establishing
increase
in
bicycle
and
mobility,
lane
space
on
the
roadways,
so
bike
lanes
and
sidewalks
are
the
majority
of
the
travel
space
rather
than
them
being
the
margins.
I
Ensuring
community
engagement
is
prioritized
in
accordance
with
diversity,
in
equity
and
inclusion
principles,
with
an
emphasis
on
equity
and
developing
methods
and
strategies
to
engage
and
sustainability
fund
groups
in
underserved
communities
in
the
city,
heavy
emphasis
on
having
a
dedicated
funding
mechanism
in
place.
So
we
don't
rely
on
grants
for
every
project
and
it's
not
unpredictable
anymore
and
having
a.
We
have
plans
in
place.
I
So
we
need
to
procure
funding
and
we
need
to
emphasize
on
this
part
that
we
prepare
funding
now
to
make
those
improvements
faster,
also,
heavy
emphasis
on
quick,
build
projects,
so
things
get
implemented
faster
and
sooner.
Another
thing
that
you
mentioned
was
funding
new
stuff
so
that
there
are
people
in
place
who
can
implement
these
projects.
C
Thank
you
thank
you
for
the
comments
and,
if
you
have
a
summary
of
those
in
writing,
if
you
wanted
to
share
them
with
my
team,
then
with
that
way,
we
can
make
sure
formally
that
they'll
make
it
into
the
comments
on
the.
When
this
comes
to
the
council.
I
C
Thank
you,
I
don't
see
any
other
hands,
so
we
can
proceed
all
right
to
continue
the
meeting
we
will
now
welcome
in.
We
have
ellen
talbo
from
the
county,
roads
and
airports
and
lauren
ledbetter,
adam
berger
and
nikki
diaz
from
the
valley,
transportation
authority,
and
we
have
allotted
15
minutes
to
each
agency
on
this
and
vt.
C
I
know
it's
gonna
have
the
three
separate
percent
presentations
and
so
we'll
divide
that
up
each
by
five
minutes
and
then
we'll
finish
up
with
the
q
a
and
so
now
I'll
turn
it
over.
Welcome
ellie.
I
E
C
Oh
ellen
yeah,
we
I
see,
you
are
unmuted.
You
are
indeed
unmuted,
but
we
can't
hear
you.
C
Let's
ellen,
we
can
swap,
if
you
want
to
try
to
to
fix
the
audio
and
let's
go
to
lauren
in
vta
staff.
G
G
Great,
thank
you.
You
see
that
what's
up
lauren
excellent,
so
I'm
going
to
talk
very
briefly
about
vta's
pedestrian
access
to
transit
plan.
This
was
a
document
that
we
developed
in
2017.
G
It
was
looking
at
ways
to
improve
pedestrian
access
to
our
bus
travel.
Our
bus
stops
it
was
adopted
in
summer
2017..
You
can
see
the
mission
and
vision
there
to
develop
the
plan.
We
relied
on
a
combination
of
geographic
analysis,
mapping,
information
as
well
as
public
outreach,
so
for
the
public
input
we
had
multi-lingual
print
and
online
surveys
that
we
did.
We
put
the
surveys
on
our
major
buses.
G
G
We
had
a
task
force
comprised
of
city
staff
as
well
as
entities
representing
groups
like
the
san
jose
senior
commission
and
advocacy
organizations
that
provided
guidance
throughout
the
project.
We
also
presented
to
our
various
committees
in
developing
the
plan,
so
vta
has
about
3
000
bus
stops,
and
so
the
challenge
for
us
was
how
do
we
focus
our
efforts
on
specific
bus
stops?
So
we
looked
at
certain
criteria
that
we
could
map
to,
determine
which
areas
were
more
important
to
focus.
G
G
So
this
is
what
the
initial
geographic
analysis
looked
like.
The
darker
areas
are
areas
that
had
more
data
or
marked
higher
on
those
criteria
that
you
saw
in
the
prior
slide
and
what
we
did
is
working
with
the
task
force
and
also
speaking
to
individual
city
staff.
We
defined
12
focus
areas
which
you
can
see
here.
G
We
then
went
out
into
the
field
and
we
evaluated
the
conditions
for
access
to
bus
stops
in
these
focus
areas
you
can
see
here.
This
is
the
san
jose
focus
areas,
there's
a
lot
in
san
jose.
There's
a
lot
of
transit.
Ridership
in
san
jose
and
we
within
the
plan
we
have
a
set
of
recommended
projects
for
each
focus
area.
G
It
then
follows
with
a
map
that
shows
the
locations
of
the
proposed
recommendations
and
the
type
of
recommendation,
and
then
it
has
a
table
that
lists
each
specific
recommendation,
a
very
general
description
of
what
it
would
be,
the
conditions
that
it
addresses
and
then,
if
the
project
is
already
noted
in
an
existing
plan,
it's
included
in
here.
This
is
the
level
of
detail
that
we
did
for
this.
For
this
project.
We
didn't
do
any
engineering
analysis.
G
So
this
is
a
very
high
level
planning
effort,
and
then
we
looked
at
the
different
criteria
and
evaluated
them
in
terms
of
community
benefit
and
how
easy
it
was
to
implement
and
each
each
project
or
each
each
project
is
evaluated
on
this
sort
of
grid
to
identify.
Is
it
something
that
provides
really
good
benefit
and
we
think
it
could
be
done
in
the
short
term?
So
that's
the
upper
right
hand
quadrant.
G
This
is
sort
of
low
hanging
fruit
versus
high
priority,
but
it
takes
a
little
bit
more
effort,
et
cetera,
so
every
focus
area
has
those
things
that
I
just
showed
you
in
terms
of
the
next
steps.
As
I
said,
vta
did
the
initial
planning
works
a
few
years
ago.
We
then
took
our
opportunities
to
publicize
and
share
the
plan
with
city
staff.
G
We
are
funding
projects
as
they
come
up.
We
are
also
there's
some
multi-jurisdictional
projects
that
vta
is
such
as
the
baskin
court
or
complete
street
study,
and
you
can
list
some
of
them.
Some
of
these
that
are
there
right
here.
The
city
of
san
jose
story,
keys,
is
working
on
story,
keys,
work.
This
was
included
in
the
pedestrian
access
to
transit
plan
as
well.
So
I
will.
These
are
some
links
that
you
can
get
to
the
full
plan
document.
G
F
Good,
okay,
so
I'm
adam
berger,
senior
transportation,
planner
at
bta
and
the
transit
passenger
environment
plan
was
an
effort
that
bta
undertook
about
10
years
ago
to
get
our
bus
stop
improvement
program
in
better
shape.
At
the
time
we
didn't
have
a
good
sense
for
what
amenities
were
at
each
of
our
bus
stops,
nor
their
condition.
F
Nor
did
we
have
a
sense
for
what
amenities
our
writers
value
the
most,
nor
a
methodology
for
where
to
put
those
amenities
once
we
acquired
them,
and
so
we
really
had
no
way
to
say
that
we
were
using
public
dollars
to
the
maximum
benefit.
So
the
separate
was
designed
to
to
get
us
on
the
right
page
there,
and
one
of
the
really
interesting
findings
of
this
is
that
our
ridership
on
our
system
is
not
at
all
evenly
distributed.
F
In
fact
that
a
small
number
of
stations
are
doing
a
very
large
number
of
passenger
volumes,
which
you
can
see
on
the
map
here,
the
or
the
chart
here,
the
top
one
percent
performing
stops
account
for
20
of
our
overall
system
boardings.
The
top
five
percent
are
50
percent
of
our
boardings,
and
the
top
18
percent
are
80
of
our
boardings.
That
told
us
that
we
needed
to
make
boardings
a
major
criteria
for
deciding
how
to
invest
in
stops,
as
we
want
more
people
to
be
able
to
use
common
infrastructure.
F
So
we
developed
three
different
classifications
for
stops.
Major
stops
were
those
with
over
200
daily
boardings,
and
there
were
about
125
of
these
in
our
system.
Those
would
see
the
highest
level
of
amenities
and
high
prioritization
for
putting
the
amenities
out
there.
Core
stops
were
those
within
40
and
200
daily
boardings.
They
would
have
a
moderate
level
of
amenities
and
a
high
prioritization
to
put
the
infrastructure
out
there.
There
are
about
475
of
those
in
our
systems
in
our
system
and
then
basic
stops
were
those
of
less
than
40
daily
boardings.
F
That
would
see
a
lower
amount
of
amenities
and
have
a
lower
priority
for
implementation
and
here's.
What
that
looks
like
geographically,
so
this
map
is
color
coded
by
mode
orange,
is
light
rail,
so
we'll
ignore
that
blue
is
our
regular
bus
and
red.
Is
our
rapid
bus
and
the
size
of
the
dot
tells
you
how
many
boardings
were
at
each
of
the
stations?
F
You
see
that
el
camino
and
stevens
creek
to
the
rest
of
the
county
are
strong,
but
so
is
downtown
san
jose,
as
well
as
the
grid
of
streets
on
east
side
san
jose.
So
those
places
where
you
see
the
larger
dots
are
the
places
where
we
would
prioritize
the
quantity
and
quality
of
infrastructure
investment.
F
So
here's
what
we
mean
by
the
level
of
infrastructure.
This
is
a
rendering
of
a
major
stop.
Seen
here
in
downtown.
You've
got
multiple
shelters,
lots
of
seating,
other
amenities
like
trash
cans
and
bicycle
racks,
and
each
of
our
stop
designations
comes
in
two
flavors.
This
is
an
urban
stop,
recognizing
that
the
walkway
needs
to
be
behind
the
shelter
so
that
people
can
access
businesses.
F
Also,
the
slow
travel
speeds
on
downtown
streets
make
a
little
bit
more
comfortable
to
be
closer
to
the
curb.
The
other
version
is
a
suburban
stop
where
higher
travel
speeds
and
the
lack
of
buildings
behind
the
sidewalk
make
recessing
the
stop
behind
the
walkway.
The
priority
or
core
stops
the
mid-range
stops.
F
We've
got
a
lesser
level
of
amenities
in
the
urban
version,
by
the
curb
and
then
a
suburban
version
away
from
the
curb
and
then
basic
stops
minimal
amenities
near
the
curb
and
away
from
the
curb,
and
we
did
create
one
other
special
classification
called
the
community
destination.
Stop
this
recognized
that
some
areas
may
have
a
community
importance
or
be
a
civic
building
or
something
that
deserves
special
recognition
when
it
comes
to
the
design
of
the
bus
stop,
and
these
are
areas
where
we're
especially
interested
in
coordinating
with
cities
on
custom
designs.
F
So
I'll
close
here
on
that
map
slide
and
talk
about
two
ways.
I
think
this
relates
to
the
vision,
zero
goal
for
one
the
places
where
you
see
all
of
these
boardings
occurring.
Those
are
high
demand
areas,
and
that
means
there's
going
to
be
a
lot
of
pedestrian
traffic
in
those
places
it
may
make
sense
for
the
city
to
prioritize
these
locations
when
it
comes
to
vision,
zero
oriented
safety
improvements
and
secondly,
as
we
put
more
amenities
out
there,
as
we
increase
the
number
of
shelters
in
our
system.
F
That
gives
us
an
opportunity
to
put
out
more
pedestrian
scale
lighting
around
bus
stops
and
that's
great
for
visibility,
makes
things
safer,
gives
drivers
a
crew
looking
maybe
pedestrians
in
the
area
and
one
challenge
we've
had
you
know
working
with
all
the
cities
in
the
county
is
tapping
into
the
local
electrical
system.
Generally,
the
street
light
system
to
get
the
electricity
to
power
the
lights
at
the
bus
stops
if
there's
a
way
that
bta
and
san
jose
can
have
a
really
smooth
working
relationship
on
this.
That
would
be
great
for
us.
K
K
K
The
focus
of
this
program
is
really
where
stops
are
too
close
together
or
on
every
block
over
time.
Bus
stops
have
been
added
to
our
system
here
and
there,
and
this
is
the
first
time
as
adam
alluded
to
that.
Vta
is
starting
to
manage
their
bus.
Our
bus
stops
and
understanding
the
implications
of
too
many
stops
along
the
route.
This
is,
and
so
about.
K
K
The
basics
of
bus
stop
balancing
is
to
keep
stops
that
are
already
in
optimal
locations
near
community
facilities
like
schools,
hospitals,
shopping,
centers,
senior,
centers
at
transfer
points
and
at
highly
utilized
stops.
Where
stops
are
too
close,
and
the
nearest
stop
is
within
a
quarter
mile
distance
about
a
five
minute
walk.
It
is
more
likely.
The
stop
with
lower
ridership
is
removed.
K
We
are
keeping
stop
spacing
to
our
policy,
which
is
generally
four
to
five
stops
per
mile,
so
there
are
no
unnecessary
gaps,
the
recommendations
of
which
stops
to
consolidate
are
decided
by
staff
who
schedule
the
routes.
The
operators
that
drive
the
routes
and
the
staff
that
maintain
transit
amenities
from
our
recommendations,
notices
are
put
at
the
bus
stops
for
public
comment
one
month
prior
to
the
change.
K
The
first
routes
that
we
looked
at
were
routes,
56,
66
and
68
route.
56
is
the
blue
line,
which
represents
a
local
route
route.
66
and
68
are
in
red
and
they
are
frequent
routes
that
overlap
along
monterey
corridor
in
san
jose.
The
three
routes
were
chosen
in
part
because
bus
stops
have
closed
up
spacing
and
they
also
have
transit
riders
who
travel
longer
distances.
We
are
also
conscious
that
route,
66
and
68
serve
a
higher
minority
population
and
prioritize
improving
transit
speeds
along
these
routes.
K
K
K
Our
next
steps
for
bus
stop
balancing
is
to
evaluate
more
routes
along
our
frequent
network,
it's
routes,
23
25,
73
and
523.
With
each
quarter
assessment.
We
are
also
upgrading
passenger
amenities,
like
solar
lighting
benches
and
trash
cans.
Bus,
stop
balancing
is
part
of
a
multi-faceted
effort
to
improve
transit
speeds.
The
combination
of
each
improvement
will
make
our
system
better.
Staff
is
working
with
cities
on
transit
signal
priority
on
routes,
56,
66
and
68,
and
we
expect
to
start
the
faster
fares
effort
to
expedite
the
boarding
process.
In
summary,
bus
stop.
K
C
Thank
you.
We
will
take
questions
after
both
presentations
have
concluded.
So
now,
let's
see
if
we
go
back
to
ellen
ellen,
see
if
your
audio
is
working.
C
There
is
feedback,
maybe
you
could
turn
your
volume
down
so
at
least
it'll
minimize
the
feedback.
E
E
Well,
thank
you,
everyone.
I
am
ellen
talbo,
I'm
a
principal
transportation
planner
in
the
rhodes
and
airports
count
department
at
the
county.
Thank
you,
everyone
for
inviting
me
to
speak
today
and
I'll
start
by
introducing
our
plan
and
just
a
little
bit
about
it.
Last
year
we
initiated
working
on
active
santa
clara
county.
E
Currently,
we
live
with
a
county,
complete
streets
policy,
but
no
classified
on-street
on-street
bike
facilities.
So
therefore,
many
of
the
expressways
and
roadways
while
they
do
have
space
where
people
can
bike
at
a
policy
level,
they
are
not
officially,
you
know,
sanctioned
to
be
on
those
roadways
by
virtue
of
lacking
a
class
of
classification
system.
E
So
on
the
screen
here,
you
can
see,
at
least
in
the
south
county,
the
rural
areas
that
have
no
classified
bike
facilities
on
the
county
over
roads,
but
we
also
know
that
there
are
popular
roads
among
recreational
cyclists,
particularly
uvas
road
is
quite
popular,
mckeen
road,
monterey,
hill
and
santa
teresa,
and
it's
not
shown
on
this
map,
but
probably
the
more
traveled
and
more
popular
routes
are
the
off-road
paved
trails
like
the
coyote
creek
trail
and
the
gilroy
levee
trail.
E
Respect
to
sidewalks,
we
looked
at
the
extent
of
the
completeness
of
sidewalks
on
the
county.
Roads
expressways
were
originally
designed
to
function
as
biconnectors
to
the
highway
and
interstate
system
back
in
the
70s
and
60s
and
70s,
and
so
therefore
there
they
were
designed
with
the
intent
to
move
higher
volumes
at
higher
speeds,
which
today
now
creates
a
less
welcoming
and
less
safe
environment
for
pedestrians.
E
And,
however,
over
time,
though,
land
uses
have
changed
and
there
have
been
some
additions
of
sidewalks
onto
the
county
road
network
in
a
sporadic
pattern.
So
the
red
lines
that
you're
seeing
on
this
map
indicate
where
sidewalk
is
missing
on
both
sides
of
the
street
and
the
orange
lines.
E
If
you
can
see
them
indicate
where
there
are
sidewalks,
at
least
on
one
side-
and
this
is
in
the
san
jose
urbanized
area
of
the
of
the
county,
and
when
we
move
down
into
the
south
county
most,
if
not
all,
of
the
roads
in
the
south
county
have
remained
sidewalk-free
since
their
inception,
partly
due
to
the
rural
nature
of
the
land.
Use
that
hasn't
induced
the
need
for
things
like
storm
water,
drainage
systems.
That
would
allow
you
to
complete
the
full
infrastructure,
that's
needed
to
install
a
raised,
curb
and
sidewalk.
E
Just
at
a
very
high
general
summary
look,
we
observed
that
we
observed
general
trends
when
we
look
at
collisions
by
month
and
day
and
time
of
day
and
observed
that
overall,
the
highest
number
of
collisions
occur
during
the
afternoon
peak
period
and
extending
into
the
evening
the
evening
peak
period
defined
as
4
to
8
pm,
and
this
is
we.
We
know,
though,
that
this
is
consistent
with
trends
throughout
the
bay
area
and
also
nationwide
trends
as
well.
E
We
also
looked
into
the
stated
causes,
that's
that
is
included
in
the
crossroads
data
and
the
primary
collision
factor
for
the
25
fatal
collisions
that
were
noted
during
the
study
period
and
again.
This
is
strictly
for
the
for
bike
and
peds,
but
there
were
a
total
of
18
fatal,
ped
collisions
and
seven
fatal
bicycle
collisions
and
the
top
causes
for
failed
collisions
in
the
county
were
registered
as
pedestrian
violations
or
violations
of
traffic
signal
and
signs
and
proper,
passing
and
unsafe,
starting
or
backing.
E
Just
to
go
back
a
little
bit
and
inform
how
we
so
how
we
defined
collisions
occurring
at
an
intersection
where
those
collisions
that
occurred
within
250
feet
of
the
intersection
were
classified
as
an
intersection
collision
and
those
occurring
more
than
250
feet
away
were
from
an
intersection
were
classified
as
a
segment
collision,
so
geographic
data
related
to
each
collision
included
information,
including
the
location,
the
severity,
the
collision
type,
the
weather
and
service
conditions
and
also
collision
factors,
and
so
the
map
that
you
see
in
front
of
you
is
looking
at
pet
and
bite
collisions
on
our
expressway
network.
E
The
crossroads
data
there's
some
limitation
in
that
we
noted
that
you
know
we
didn't
see.
Any
incidents
come
through
the
data.
When
we
look
at
the
south
county,
but
that
doesn't
mean
that
just
because
they
didn't
show
up
in
the
query
or
they
didn't
show
up
in
the
map
doesn't
mean
that
nothing
exists
out
there.
E
We
do
know
that
some
that
fatalities
and
incidents
have
occurred
out
there,
but
in
the
we,
when
we
looked
at
the
crossroads
data,
we
believe
that
large
there's
a
lot
of
there's
a
lot
of
incidents
that
are
largely
unreported
and
so
didn't
make
it
into
the
data,
but
also.
I
would
also
caveat
that
we're
also
also
in
the
process
of
working
on
our
local
streets
and
road
safety
plan,
and
in
that
effort
we
are
looking
more
closely
at
all
kind
at
vehicular
causes
as
well.
E
So
in
that
query,
and
in
that
effort,
I
think
that
we
would
understand
better
with
more
clarity,
whether
or
not
there
are
true
incidents
in
the
south
county
related
to
pet
and
bike.
So
I'm
just
showing
this
map
because
it
was
part
of
the
effort,
but
I
want
to
caveat
that
it's
it
does
not
reflect
the
true
picture
of
our
observations.
So
far,
I'm
going
to
switch
a
little
to
talk
about
the
health
and
equity
analysis
that
we're
doing
as
part
of
the
active
transportation
effort.
E
We
wanted
to
look
at
both
equity
conditions
and
health
conditions
that
may
influence
communities
to
espec,
to
use
the
roadway
network
as
as
a
cyclist
or
and
for
walking,
and
so
this
mapping
effort
is
starting
by
looking
at
the
mtc
equity
priority
communities.
E
We
also
wanted
to
look
at
our
own
county
health
data.
Research
indicates
that
communities
with
higher
health
risk
factors
tend
to
have
less
access
to
roadway
infrastructure
that
promotes
walking
and
biking,
whereas
historically
marginalized
communities
such
as
communities
of
color
and
low-income.
Folks
often
live
in
areas
that
suffer
from
under-investment
and
transportation
resources,
yet
active
transportation
facilities
are
essential
to
support
communities
of
opportunity.
E
So
let
me
go
back
to
that
slightly
for
a
minute.
The
the
the
gist
in
this
is
that,
once
once
we
start
to
overlay
all
these
maps
on
top
of
each
other,
the
health
analysis
and
health
factors,
the
equity
conditions,
the
the
gaps
in
the
sidewalk
network,
the
gaps
in
the
bike
network,
the
safety
incidents,
the
fatality
incidents,
then
we
start
to
see
a
better
picture
of
of
geographies
of
communities
that
are
either
more
where
these,
where
things
are
happening
more
predominantly
and
where
gaps
in
the
analysis
are
excuse.
E
So
the
next
steps
we
have.
We
are
on
the
track
where
we
are
currently
looking
at
origin
destination,
network
analysis
and
that's
the
next
part
of
the
data
phase
that
we
are
using
to
over
to
overlay
on
top
of
these
maps
and
collect
data
about
major
nodes
and
destinations
where
people
are
traveling
either
for
commute
purposes
or
even
just
recreational
and
getting
around
their
neighborhood
purposes.
E
And
then
also,
we
are
going
to
start
some
focused
efforts
with
community-based
organizations
in
each
supervisor
district
and
also
with
directly
with
schools
and
school
districts,
because
we
want
to
we
frequently
hear
from
from
schools
throughout
the
county,
especially
about
crossing
conditions
across
the
expressways.
E
E
C
Yeah,
thank
you
very
much
all
right
and,
let's
see
ellen,
if
you
don't
mind
muting
for
the
moment,
we'll
go
over
to
members
of
the
task
force
for
any
questions
or
comments
here,
not
seeing
any
hands
up
right
now.
B
H
And
well
thank
everyone.
I
wanted
to
thank
everyone
for
their
presentations
and
I
just
got
a
note
from
our
pio
that
do2
would
be
happy
to
help
you
ellen,
as
you
promote
the
next
round
of
public
outreach
on
this.
In
addition
to
that,
we
just
you
know
we're
really
interested
to
know
how
the
county
develops
its
high
entry
network,
particularly
what
opportunities
there
are
to
work
on
the
city,
high
injury
locations
as
part
of
your
workflow.
H
So
I
guess
that's
my
general
question
and
you
know
we
have
provided
locations
but
we'd
like
to
just
know
how
we
can
work
with
you
on
the
methodology
and
what
comes
after
this
plan.
E
Thanks
yeah,
I
think
we
have
started
the
beginnings
of
of
conversations
with
you
jesse,
and
I
think
that
as
our
as
our
traffic
team
and
and
our
team
starts
to
do
starts
to
do
the
heavy
lifting
on
the
local
streets
and
roads
plan,
I
think
that
that
will
spur
a
need
for
more
engagement
directly
with
the
city
and
maybe
attack.
I
don't
I
I
don't
want
to
speak
for
a
month,
but
but
I
I'm,
I
anticipate
that
there
will
be
increased
engagement
with
you
directly
in
indeed,.
B
Yes,
chair,
if
I
may
add
to
that
jesse,
you
know
we
have
already
started
discussing
and
we
want
to
set
that
up
on
a
you
know,
either
a
monthly
basis
and
exchange
data
and
look
at
any
new
trends,
and
we
certainly
want
to
welcome
that.
So
you
know
we
can
set
those
on
a
monthly
basis.
We
can
start
to
discuss
that
on
a
regular
basis.
B
B
I
did
see
a
slide
where
it
talks
about
the
high
boarding
locations,
we're
interested
in
taking
a
look
at
that,
because
I
do
think
there's
value
in
adding
it
into
our
urban
logics
tool
where
we
can
identify
any
trends.
If
there's
like
a
lot
of
crashes
in
that
area
and
if
the
city
may
be
working
also
with
vta
can
identify
for
better
pedestrian
safety
improvements,
I
just
think
it
just
makes
sense.
F
B
Thank
you
enough,
yeah.
I
also
have
a
question
to
either
adam
or
some
or
nikki.
Maybe
you
know
when
you
guys
looking
at
these
bus,
stop
new
bus
stop
design.
Are
you
also
looking
at
the
type
of
facility
that
it's
it's
at
like,
for
example,
on
on
the
expressways?
B
F
H
Just
a
thought
on
all
the
bta
presentations
that
you
know
coming
up,
we
have
the
walk,
safe,
san
jose
transportation
plan.
What
at
the
moment
we're
working
to
hire
the
consultants
and
bring
them
on
board
to
maybe
a
few
months,
but
once
that's
going
on
there'll
be
a
lot
of
opportunity
to
work
with
vta
on
all
of
these
issues
that
pta
presented
on
just
for
slightly
more
background
for
people
who
may
have
wondered
why
we
asked
vta
to
present
these
things.
H
H
So
as
we
move
forward
on
that
plan,
I
think
there
may
be
an
opportunity
to
look
at
more
at
that,
and
also
in
the
context
of
the
presentation
that
lauren
gave
about
the
pedestrian
plan
identified
areas.
There
may
be
also
potential
to
build
some
of
those
out
through
quick,
build
through
the
pedestrian
plan
work.
C
All
right,
nothing
in
other
hands.
I
just
had
one
question
for
county
roads
and
airports.
C
I
know
in
the
presentation
you
mentioned
about
the
the
history
of
these
these
roads
and
then
it
seems
like
over
time
there
has
been
a
slow
shift
of,
for
instance,
incorporating
some
of
the
the
bicycle
lanes,
maybe
on
one
or
other
street,
and
you
showed
that
in
there
is
there
a
a
direction
from
the
county
or
is
there
a
plan
to
begin
to
convert
some
of
these
county
roads
and-
and
I
know
you
mentioned
in
more
rural
areas-
right
areas
where
the
infrastructure
you
know
may
not
be
matching
up,
but
I'm
curious
about
that.
B
E
Thank
you
for
asking
that
the
the
the
kind
of
big
elephant
in
the
in
the
room
that
the
county
has
lived
with
for
so
long
is,
and
it's
actually
language
that
is
in
the
complete
streets
policy.
E
But
we
have
lived
with
the
concept
and
language
about
delineate,
but
not
designate,
and
so,
in
other
words,
delineate
availability
for
cyclists
to
ride,
for
example,
but
not
actually
designate
the
lanes
and
that
policy
hems
in
the
county
a
large
a
large
bit
because
it
doesn't
allow
us
to
classify
the
actual
lanes
or
or
or
route
or
path
that
you
would
need
to
allow
cyclists
to
exist
on
the
road.
And
so
that's
what
this
plan
effort
is.
E
It's
a
way
it's
an
effort
to
revise
that
language
in
the
policy
and
replacing
it
with
an
actual
with
an
actual
classified
map,
a
classification
of
the
system.
So
but
it's
also
met
with
challenges
too,
because
we
also
live
with
policy
points
by
that
are
adopted
by
the
cities
where,
where
the
various
cities
accept
and
accept
the
visions
of
the
expressway.
E
As
these
vision
statements
of
the
expressway
as
part
arterial,
part
freeway-like,
and
so
it's
hard
to
systematically
create
a
a
one
type
of
infrastructure
that
can
travel
through
both
of
those
types
of
different
road
functions,
and
so
maybe
what
you
end
up
with,
and
I'm
not
saying
that
this
is
the.
E
This
is
the
outcome,
but
maybe
what
you
end
up
with
is
a
kind
of
segmented
system
where
it's
okay,
to
where
it's
allowable,
to
classify
portions
of
the
expressway
and
to
give
it
some
classification
and
then
meander
on
to
a
parallel
path,
and
what
we
have
found
at
least
from
various
pockets
of
feedback,
is
that
the
preference
actually
varies
among
cyclists.
There
are
many
cyclists
that
don't
want
to
use
the
expressway
to
cycle.
There
are
also
the
very
willing
and
fearless
cyclists
that
absolutely
want
to
use.
E
You
know
like
central
expressway
to
go
20
20
miles
an
hour
on
their
bike,
so
it
it
is
challenging.
It's
not.
A
C
Okay,
thank
you,
yeah.
That
was
what
I
was
curious.
If
there
was
some
direction
from
the
county
itself
or
the
board
of
supervisors,
that
was,
you
know,
beginning
to
shift
what
the
some
of
those
county
roads
look
like,
and
it
looks
like
this
wording
there
is,
is
part
of
what
needs
to
shift.
C
So
then
that
way
you
all
at
roads
and
airports
have
the
ability
to
begin
to
now
designate
right
in
certain
areas
and
and
then
have
the
flexibility
where
maybe
you
know
that
that's
not
wanted
right
or
it's
not
matching
up
with
particular
cities,
but
it
sounds
like
you've
been
pretty
you've
been
pretty
confined
over
the
years
now,
and
so
so
I
look
forward
to
that.
C
Changing
as
well
myself,
okay,
that'll,
take
us,
then
now
click
comment
section
and
if
I'll
ask
everybody
to,
please
adhere
to
our
code
to
conduct
for
speaking
in
the
the
comments
should
be
addressed
to
the
task
force,
members
and
requests
to
engage
the
chair,
co-chair
task
force
or
staff
in
the
conversation
are
not
going
to
be
honored
and
we
will
not
tolerate
abusive
language,
and
we
will
now
turn
it
over.
D
K
A
Thank
you
yeah
this.
This
road
diet
not
good.
It
happened
up
in
the
fire
country
there,
where
the
people
had
all
those
forest
fires.
So
I
caught
now
the
fire
cuts
and
they
couldn't
leave
because
they
had
a
road
diet.
They
narrowed
the
roads
too
much
made
it
down
to
one
lane.
You
guys
are
going
to
make
hillsdale
two
lanes,
no
good.
You
want
more
traffic
cops
out
there,
giving
out
citations,
not
good.
A
It
creates
even
more
bad
driving
and
when
it
comes
to
traffic
citations,
I've
been
told
the
public's
been
told
they
want
these
fines
to
hurt
my
not
my
words,
somebody
else's.
We
know
who
they
are.
A
I
hope
everybody
on
this
council
or
on
this
committee
on
this
call
gets
this
traffic
citation.
I
hope,
your
friends,
I
hope
your
neighbors,
I
hope,
you're
ready.
I
I
hope,
the
residents,
I
hope,
your
constituent.
I
hope
everybody
gets
a
ticket,
because
this
is
what
you
guys
are
begging
for
and
hey
don't
throw
out
that
you're,
a
member
of
the
city
or
the
city
council
or
the
mayor,
or
the
police,
chief's,
wife
or
the
captain.
A
Whatever
you
know,
who
you
are,
I
hope
every
single
one
of
you
gets
a
ticket
every
all,
your
friends,
your
mother-in-law,
your
family,
every
single
one,
because
it's
a
revenueing
scheme.
It's
been
done
in
the
past
before
and
it'll
be
done
again
and
it
just
gives
cops
more
power
over
you
to
pull
you
over
for
a
minor
infraction
that
can
cost
you
thousands
of
dollars.
A
It's
not
fair,
it's
cool
in
the
usual
punishment
and
it's
wrong
and
you
know
it
and
having
speed
cameras,
you
guys
lobby,
the
you
guys
lobby
sacramento
for
that.
It's
illegal,
but
you're
gonna,
try
to
make
it
legal
here.
You
guys
should
be
ashamed
of
yourself.
You
know
it's
illegal
to
trap.
Coyotes!
I
just
saw
one
running
down
the
street
here.
Where
I
live,
are
you
going
to
make
a
new
law
where
you
can
trap
them?
A
G
Hi,
thank
you.
I
live
in
district
10
and
I
was
noticing
on
one
of
the
slides
where
there
was
a
fatality
of
a
20
year
old
male
at
santa
teresa
and
blossom
avenue,
and
it
says
it
was
due
to
the
do
the
driver
and
it
says
red
light
running
and
my
understanding
is
from
all
the
reports
that
it
that
actually,
that
driver
was
crossing
was
going
through
a
green
light
and
that
the
pedestrian
excuse
me
the
bicyclist,
was
crossing
lanes,
and
I
just
I
just
want
to
make
a
note
of
that.
G
I
think
that
we
need
to
be
really
careful
because
that
that
one
broke
my
heart,
they
all
break
my
heart,
but
if
we
could
find
out,
if
that's
true,
okay,
my
second
point
is
I
I
hope
we
can
look
a
little
bit
when
we
talked
about
drilling
down
into
the
data.
I
really
appreciated
that
comment.
I'd
like
you
to
also
look
on
the
flip
side,
who
is
not
being
killed?
Who
is
not
in
an
accident
or
collision
or
having
a
fatality?
G
G
Let's
talk
about
what's
working
as
well,
and
the
other
thing
I
want
to
talk
about
is
how
men
are
represented
as
being
more
fatalities
and
also
being
the
driver,
and
I
want
to
comment
that
you
know
that
isn't
necessarily
because
men
are
worse
drivers
or
they're,
you
know
not
paying
attention
whatever.
I
want
to
really
stress
that.
It's
because,
for
example,
for
me,
I'm
staying
home,
I'm
staying
home
because
I
don't
feel
safe.
I
don't
feel
safe
at
night.
I
don't
feel
safe
during
the
day.
G
I'm
not
walking,
I'm
not
bicycling,
and
if
I'm
in
my
car
it's
never
at
night,
so
an
entire
population
of
people,
in
my
opinion,
are
being
overlooked
because
we're
focusing
so
hard
on
what's
going
wrong
in
terms
of
who
the
victims
are
we're
not
even
looking
in
the
limited
freedom
that
women
have
in
this
day
and
age.
We're
staying
home.
D
Good
morning
committee,
I
appreciate
the
work
that
you're
doing
and
the
efforts
you
make
on
january.
18Th
of
this
year,
two
pedestrians
were
killed,
crossing
almaden
expressway
and
at
foxworthy,
and
when
I
found
out
about
that,
I
emailed
d.o.t-
and
I
said
maybe
one
reason
they
didn't
use
a
crosswalk
is
because
there
is
no
crosswalk
on
one
side
of
foxworthy
when
one
tries
to
walk
across
amaden
expressway,
and
so
that's
a
setup
for
people
to
cross
illegally
or
on
a
red,
and
I
identify
two
other
intersections
that
have
the
same
setup.
D
There's
no
pedestrian
button
on
one
side
of
the
street
and
that
would
be
at
thornwood
in
santa
at
santa
teresa
and
cahiland
at
blossom
hill,
and
I
personally
a
bicyclist,
sometimes
cross
blossom
hill
on
a
red,
because
there
is
no
button
for
me
to
push
to
get
a
green
light.
A
couple
weeks
later,
james
fox,
a
dot
assistant,
engineer
emailed
me
and
said
he
had
tuned
up
the
bike:
detector
loop
at
kahalen
at
blossom
hill,
and
I
oh
I
was
so
happy.
I
didn't
even
know
there
was
a
bike
loop
there.
D
So,
and
I
asked
him.
Why
is
also,
why
is
there
not
a
pedestrian
button
at
this
intersection?
It
eludes
me.
He
said
that
he
responded
that
he
didn't
know
why
there
was
no
pedestrian
button,
because
that
intersection
was
built
before
his
time.
D
So,
in
summary,
my
recommendations
are
that
all
bicycle
detector
loops
be
stenciled
to
communicate
to
cyclists
that
they're
that
they
can
get
a
green
light
and,
secondly,
to
install
pedestrian
buttons
on
all
corners
of
an
intersection
to
limit
pedestrians
and
bicyclists
feeling
the
need
to
cross
an
intersection
under
red
if
an
auto
doesn't
trigger
a
green.
Thank
you.
C
Yo,
we
can't
hear
you
we'll
come
back
to
you
after
we'll
go
to
blair,
beekman.
B
Hi
blair
beekman
here
it'll
be
nice
to
hear
gail.
I
hope
she
can
be
able
to
make
a
fact
thanks
a
lot
for
this
item
for
us
for
the
meeting
today.
Overall
you're
going
over,
you
know
just
good
statistical
stuff.
Thank
you.
It
was
very
interesting
to
learn
that
there
are
currently
18
unhoused
people
who've
been
killed
because
of
or
in
the
last
deal,
I
guess
because
of
traffic
as
as
traffic
fatalities.
B
It's
my
understanding
you
know
like
in
years
previous,
we
were
only
counting
about
five
people
on
house
people
a
year,
so
we're
just
learning
how
to
count
unhoused
numbers.
It
was
a
good
meeting
for
me
today
to
just
learn
that
24,
I
I'm
understanding
is
a
much
larger
number
than
it
should
be,
even
as
we're
adding
on
houzz
and
learning
how
to
practice
ideas
of
racial
equity.
B
So
good
luck
in
in
being
honest
with
statistics
and
being
honest
with
each
other,
and
that
way
we
can
better
address
the
future
of
vision,
zero
issues
with
statistical
data
gathering.
As
always,
you
know
if
we
practice
openness
and
accountability.
B
You
know
as
a
part
of
this
whole
process
that
naturally
will
bring
our
better
selves
and
our
better
practices.
I
think
I
always
am
a
strong
believer
in
that
it
can
help.
You
know
to
practice.
Civil
protections
and
openness
and
accountability
brings
the
ideas
of
overall
how
to
answer
the
questions
of
law
enforcement
that
I
know
you
guys
are
really
wanting
to
do
right
now
with
traffic
enforcement
issues.
Those
stoppage
issues,
though,
that's
a
concern
that
I
think
people
like
chairman
paralyst,
has
a
good
balance
and
understanding
about
that.
B
B
Heaven
thank
you
so
much
what
a
wonderful
meeting
with
an
eye-opening
meeting
and
thank
you
to
everybody
for
all
of
your
hard
work,
I'm
here
as
a
representative
and
I
sit
on
the
source-wise
advisory
council
and
one
of
our
subcommittees
is
transportation
and
we
are
very,
very
interested
in
as
joe
senior
desk
and
how
we
can
maybe
help
or
work
with
you
all
with
ellen
of
doing
outreach
outreach
to
senior
centers
community
centers
senior
housing.
B
We
are
very,
very
interested
in
this
whole
vision.
Zero.
So
I
don't
know
what
else
to
say.
It
was
a
very
eye-opening
meeting
for
me
and
thank
you
so
much.
I
used
to
be
involved
when
vision.
Zero
first
was
started
many
years
ago,
but
we
as
a
source-wise
advisory
task
force.
Transportation
committee
would
like
to
see
if
we
can
work
together
with
some
of
you
and
how
we
can
help
lower
and
the
fatalities
with
our
senior
community.
Thank
you.
So
much.
C
Thank
you,
gail
and
that'll
conclude
our
public
comment.
Before
we
close
today,
I
would
like
to
announce
that
on
saturday
may
7th
my
office
and
our
co-chair
here,
councilmember
foley
will
be
hosting
a
public
town
hall
to
allow
for
the
community
to
share
their
feedback
and
concerns
regarding
the
safety
of
our
streets.
C
On
this
event,
the
idea
will
be
to
take
our
our
public
comment
that
we
traditionally
have
here
to
a
much
more
robust
level
and
allow
some
more
engagement
and
dialogue
with
our
community
and
to
give
our
community
a
broader
update
on
what
we
are
working
on.
So
I
do
invite
you
all
to
participate.
C
You
can
register
now
at
our
website,
which
is
at
sjd3.com
backslash
town
hall,
and
you
can
find
more
info
there
as
well,
and
thank
you
everybody
for
being
here
today
for
engaging
in
a
discussion
and
helping
to
make
our
streets
safer
as
we
go
forward
with
the
task
force.
We'll
continue
to
engage
or
excuse
me
continue
to
encourage
participation
from
all
task
force.
Members
and
our
next
task
force
meeting
is
scheduled
for
august
31st
of
this
year,
and
all
attendees
will
be
given
a
short
survey
following
this
meeting.