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From YouTube: Vision Zero Action Plan - July 27, 2022
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A
There
we
go,
I
think,
we're
ready
to
start.
Thank
you,
everyone
for
coming,
I'm
sheree
honeycutt,
I'm
the
public
information
officer
for
the
public
works
department,
and
we
are
so
incredibly
excited
to
present
to
you
our
vision,
zero
action
plan
and
I
have
with
me
bailey
walters,
who
is
one
of
our
engineers
here,
and
she
will
be
going
over
the
whole
program
for
us,
and
so
we're
really
excited
to
show
you
how
we
plan
on
eliminating
serious
injuries
and
fatalities
on
our
streets
by
2030..
A
A
So
please
remember
just
a
few
things:
please
stay
muted
unless
you're
called
on
to
speak.
This
helps
reduce
some
stoppage
time
and
keeps
us
focused
on
what
we're
talking
about
and
it
can
reduce
the
distractions.
Also.
We
are
reporting
this
meeting,
so
this
meeting
will
be
available
to
watch
after
we
are
finished
and
we
are
going
to
post
it
on
the
project
website
use
the
chat
box
during
this
meeting.
A
So
if
you
have
any
questions
or
comments,
you
can
go
ahead
and
post
those
in
the
box
and
we'll
get
as
many
of
those
answered
during
our
question
and
answer
session,
and
then
this
meeting
will
be
exactly
one
hour.
We
will
finish
at
6
00
p.m
and
then,
if
you
have
any
feedback
on
anything,
we've
talked
about
in
this
meeting.
Please
reach
out
to
bailey
and
I
and
we
will
be
happy
to
help
you
with
that.
B
B
B
We
have
public
involvement
summary
as
well
and
how
we're
incorporating
the
public
involvement
from
previous
vision,
zero
engagement
efforts,
there's
a
policy
and
process
review
in
the
action
plan,
and
then
we
will
go
through
tonight.
The
action
plan,
the
focus
areas,
our
core
safety
principles
and
our
action
steps,
and
then,
additionally,
in
the
action
plan,
but
we
won't
discuss
too
much
tonight-
is
a
monitoring
section
just
to
keep
us
on
track
and
make
sure
we're
monitoring
our
efforts
as
we
go
along.
B
B
That's
a
37
percent
increase
since
2010
we've
seen
that
increase
go
up
and
that's
been
nationwide,
this
these
crashes
and
these
fatalities.
They
result
in
a
15.85
billion
dollar
loss
in
economic
losses,
and
then
black
users
are
twice
as
likely
to
be
killed
as
white
users
on
our
streets
in
kansas
city,
and
that
makes
us
very
sad
honestly.
B
Next
for
in
comparison
to
other
cities,
our
crash
rate
per
100
000
people
in
this
city
ranks
pretty
poorly
among
pure
cities.
We
are
doing
better
than
memphis
st
louis
and
atlanta,
but
as
you
can
see,
we
do
have
more
crashes
per
hundred
thousand
people
than
a
lot
other
of
our
peer
cities
like
nashville,
indianapolis,
austin
and
the
others
here
with
minneapolis
minnesota
doing
the
best
on
this
comparison
list
here.
So
we've
got
some
work
to
do,
but
we
are
eager
to
be
doing
that
in
terms
of
vision,
zero.
B
This
might
not
be
your
first
time
hearing
the
term
vision
zero,
but
if
it
is,
I
will
give
an
overview
of
this
approach.
So
in
traditional
traffic
safety
approaches,
the
premise
was
that
deaths
are
inevitable,
like
oh
we're
just
going
to
be
having
deaths
on
our
roads
and
that's
just
how
it
is
when
we
have
cars
driving
on
these
streets,
the
vision,
zero
approach,
states
that
deaths
are
preventable
and
we
don't
need
to
have
people
dying
on
our
streets.
B
B
B
B
Sheree,
if
you
can
post
these
links
in
the
chat,
the
maps
that
are
posted
online,
they're
kind
of
hard
to
show
on
a
screen,
it's
a
little
bit
easier
for
users
to
zoom
in
and
out
yourself
to
look
at
these
maps
since
kansas
city
is
so
large.
But
we
have
a
high
injury
network
map
that
shows
you
which
corridors
are
shown
to
have
a
lot
of
crashes
in
our
crash
database.
Our
high
risk
network
is
identifying
corridors
that
have
the
characteristics
of
dangerous
streets
and
then
our
crash
rate
maps.
B
B
The
lighter
red
is
the
lesser
of
the
most
dangerous
quarters
and
then
the
orange
and
then
the
blue
for
our
high
injury
network
map.
68
of
our
fatal
and
serious
injury
crashes
happen
on
13
of
our
streets
so
and
then
also
45
of
our
high
injury
network.
Corridors
are
in
disadvantaged
areas,
whereas
only
31
of
our
streets
are
in
disadvantaged
areas
and
these
disadvantaged
areas
are
defined
by
the
us
department
of
transportation.
B
This
is
just
one
of
the
steps
we
have
to
address
pedestrian
danger,
but
to
improve
all
crossings
and
to
add
more
frequent.
Safe
crossings
for
pedestrians
is
in
our
action
plan
directly
addressing
that
concern
that
we've
heard
from
the
public,
and
so
we're
excited
to
add,
like
be
using
this
engagement
and
add
these
items
in
our
action
plan
and
prioritize
them
in
in
such
a
way.
B
So
our
focus
areas
are
equity,
speed,
high
crash
locations,
high
risk
locations,
bicycle
and
pedestrian
crashes,
broadside
crashes,
fixed
object,
careless,
road
users,
mail,
road
users
and
young
road
users,
so
starting
off
with
equity,
45
I'll
say
this
again.
45
of
our
high
injury
network
is
in
our
disadvantage
areas,
whereas
only
31
of
our
roads
are
there
for
our
fatal
and
serious
injury
crashes
by
race.
B
B
Additionally,
here's
some
more
charts
showing
the
some
similar
thing.
As
I
just
stated,
you
can
see
on
the
right
chart.
It
broken
out
between
urban,
suburban
and
rural
roads.
Even
in
each
context,
when
a
road
is
in
a
disadvantaged
area,
it
has
a
higher
chance
of
having
a
fatal
and
serious
injury
crash
just
by
being
in
a
disadvantaged
area.
B
So
there's
that
for
speed
you
can
see
here
is
where
the
35
mile
per
hour
roads
are
over
represented
compared
to
other
speed
roads,
and
so
that's
how
that
action
point
came
about
was
because
a
lot
of
our
35
mile
an
hour
roads
are
having
a
larger
proportion
of
fatal
and
serious
injury
crashes
on
the
right.
You
can
see
the
fatal
and
serious
injury
crashes
split
out
by
aggressive
drivers.
B
Here
on
this,
we
can
see
an
over
representation
on
the
right
side
of
our
six
lane
and
four
lane
roads
specifically
on
undivided
roads
like
six
lane
road
would
be
truman
road
and
then
there
are
some
other
examples
of
different
four-lane
roads,
but
the
representation
ratio
just
shows
you
that
these
roads
are
over
represented
in
the
fatal
and
serious
injury
crashes.
So
these
characteristics
are
ones
that
are
most
likely
to
be
of
a
dangerous
road
and
then
10,
and
then
this
chart
on
the
left
takes
a
little
bit
of
explaining.
B
The
red
bar
is
for
rows
that
have
a
vehicle-to-capacity
ratio
from
0
to
0.75,
and
so
that
means
there's
more
space
on
the
road
than
there
are
cars
on
the
road.
It's
not
being
used
as
much
as
there
is
space
for,
whereas
the
blue
1.1
to
2
vehicle-to-capacity
ratio
means
the
road
is
more
highly
congested,
as
some
people
would
put
it
or
it's
it's
being
used
over
its
initial
capacity,
and
so,
as
you
can
see,
the
roads
that
have
a
lower
vehicle-to-capacity
ratio.
B
B
B
We
can
see
that
at
traffic
signals
we
see
a
lot
more
ksi
crashes
there
than
we
do
at
stop
controlled
or
roundabout
intersections,
and
so
that's
definitely
something
we
are
wanting
to
address
and
we'll
be
addressing
in
our
action
plan,
and
I
just
want
to
say
our
action
plan
is
the
steps
on
how
we
will
address
it,
and
so
we
hope
to
put
together
this
great
steps
that
we
can
be
moving
forward
on
this.
And
but
we
don't
necessarily
have
like
a
designated
timeline
yet
on
when
all
of
these
steps
might
be
completed.
B
B
B
Additionally,
in
terms
of
breaking
out
those
aggressive
drivers
that
can
be
seen
similarly
as
impaired
or
distracted
drivers,
but
they
are
classified
as
different
things.
When
we're
looking
at
crashes,
we
have
77.6
of
our
fatal
and
serious
crashes,
involve
an
impaired
driver
and
4.6
of
our
crashes,
involve
a
distracted
driver.
B
In
terms
of
age
group,
the
highest
age
group
that
is
overrepresented
in
our
crashes
and
our
fatal
and
serious
crashes
are
from
age
20
to
24.
But
you
can
see
really
that
20
to
40
age
range
is
highly
represented.
So
if
you're
of
that
age
range
be
careful
for
sure
I
mean
everyone,
but
especially
them
those
people,
and
you
can
see
that
28.2
percent
of
our
fatal
and
serious
entry
crashes
involve
a
youth
driver.
B
B
We
also
have
already
started
doing
this
process
improvements,
bullet
of
project,
prioritization
and
capital
improvement
planning,
so
vision,
zero
and
if
a
road
is
on
our
high
injury
network
or
if
it's
a
high
injury
intersection,
it's
being
rated
higher
on
our
capital
improvement
project
planning
list.
In
terms
of
the
way
it's
rated
and
ranked
different
system-wide
action
steps
improvements
to
address
systemic
risk.
B
But
to
widespread
do
these
improvements
where
we
can
would
be
a
different
system-wide
type
of
action
step
and
then
targeted
project
action.
Steps
like
specifically
addressing
those
high
crash
locations
and
corridors
and
doing
a
more
high
cost
focused
improvement
on
those
corridors
or
intersections
is
also
a
way
that
we
can
target
our
action
plan
and
and
different
action
steps
addressing
that.
So
that
would
be
a
more
proactive
approach.
Addressing
known
known,
high
crash
locations
and
the
system-wide
would
be
a
more
wait.
System-Wide
would
be
more
sorry.
B
A
B
B
A
A
C
C
A
A
A
B
This
has
been
years
in
the
making,
as
you
can
see
from
the
resolution
happening
in
2020.
I
started
with
the
city
in
march
of
this
year,
so
I've
kind
of
jumped
on
at
the
tail
end
of
the
making
of
this
action
plan,
but
there
has
been
many
different
engagement,
section
sessions
and
analyses
done
on
choosing
the
six
intersections
that
got
chose
for
this
year
and
the
50
traffic
coming
locations
and
the
locations
we're
adding
lpis
at
this
year
as
well
as
bike
lanes.
B
To
this
point,
there's
been
a
lot
of
work
done
in
other
cities
by
the
usdot
and
different
agencies
to
identify
proven
countermeasures
and
we're
excited
to
be
trying
some
of
those
this
summer
and
then
also
including
those
and
more
in
our
action
plan.
So
it's
kind
of
the
pieces
we're
all
kind
of
there
and
we're
putting
them
all
together
right
now,
this
summer,
within
a
couple
months,
which
is
really
awesome.
A
We
had
a
comment,
I
don't
know
if
it's
a
question,
but
we
had
a
comment,
and
maybe
you
can
comment
on
that.
It
says
teams
of
city
decided
to
go
for
federal
implementation
funding
instead
of
planning
funding.
Maybe
the
city
is
requesting
money
from
planning
sustainable
places
to
further
fill
out
the
planning
side.
A
C
C
That
equity
is
put
at
the
forefront.
So
there's
two
things:
we're
we're
looking
at
all
these
different
evaluation.
Criterias
when
we
plan
this
stuff
out,
how
close
you
know
pedestrian
volumes,
how
close
they
are
to
schools,
how
close
they
are
to
transit
stops,
but
the
two
things
in
the
forefront,
at
least
at
the
moment,
our
fatalities
and
equity,
and
you
know,
understanding
and
identifying
those
life
ex
zones.
So
that's
what
the
resolution
directed
us
to
do
and
that's
what
we've
been
doing.
A
B
I'll
take
a
stab
at
it
brian.
I
think
that
others
have
maybe
done
some
analysis,
especially
in
the
transit
world
and
transit
funding
allocation
in
terms
of
vision,
zero
funding
allocation.
I
think
our
first
step
here
at
the
city
is
to
get
the
eyes
of
our
funders
on
the
actual
the
amount
that
these
crashes
cost
our
city.
A
Amy,
let
me
ask
you
this,
because
I
was
looking
at
the
presentation
and
we
touched
on
bike
lanes,
but
that's
a
big
topic
right
now.
Can
you
talk
to
me
about
the
hickman
mills
and
paseo
intersection
and
all
the
bike
lanes
we're
adding
right
now
and
the
connectivity
of
how
we're
trying
to
connect
those
two
different
trails.
B
Yeah
so
there's
one
that
is
almost
finished
with
implementation
right
now
at
hickman
mills
and
prospect.
It
goes
from
hickman
mills
at
the
paseo
down
to
prospect
in
85th
and
that
one
connects
down
to
the
trolley
trail,
which
is
a
very
long
separated
facility
and
trail.
That
goes
all
the
way
up
to
brush
creek,
and
so
we're
excited
about
the
connectivity
of
that
some
different
protected
bicycle
lanes
going
in
this
year.
B
So
those
are
just
to
name
a
few,
but
we're
excited
about
these
bike
lanes
because
they
are
going
to
be
protected
facilities,
meaning
there's
the
vertical
separation
there,
which
really
provides
that
safety
rather
than
just
paint
in
the
road,
so
it
more
so
keeps
cars
out
of
those
lanes.
Then
paint
painted
bike
lanes.
A
A
A
C
The
only
thing
I
would
expand
on
is
we're
being
to
the
last
question
about
funding
sources,
we're
being
very
creative
and
we're
not
being
selective
at
all,
whether
it
be
you
know
finding
it
in
our
own
budgets,
piggybacking
street
resurfacing
capital
projects
going
after
federal,
state
or
regional
funding,
and
that's
you
know,
credit
to
bailey
and
bobby
evans
who
couldn't
be
here
with
tonight.
You
know:
we've
we've
shown
some
of
that
commitment,
the
city
by
by
rebuilding
the
the
bicycle
and
pedestrian
group,
and
again
anybody
on
this
call
has
any
ideas.
C
A
B
A
My
button
keeps
sticking
so
sorry
about
the
problem.
I
was
going
to
say
you
know
we.
We
had
a
meeting
earlier
this
week
where
we
talked
about
a
lot
of
this
and
we
had
a
couple
community
groups
on
there.
Can
you
talk
about
how
we
work
with
community
groups
on
this
plan
and
why
it's
so
important
to
have
their
voice.
B
So
it's
very
important
and
much
appreciate
your
attendance
and
engagement
and
this
and
any
for
future
future
involvement
in
vision,
zero.
This
definitely
is
not
our
last
vision,
zero
meeting.
We
will
continue
having
public
involvement
in
projects
and
and
different
and
in
different
ways
in
the
future.
So
keep
your
eyes
and
ears
out
on
our
vision,
zero
website.
A
Any
last
questions
or
thoughts
or
feedback
tammy
says
great
presentation.
Thank
you.
Thank
you,
tammy.
We
really
appreciate
that.
So,
as
we
mentioned
at
the
beginning,
this
meeting
will
be
available
online
for
you
to
review
and
share,
and
we
hope
that
you
do.
We
hope
that
you
go
after
this
and
tell
your
friends
and
family
about
the
great
upgrades
that
are
coming
to
kansas
city
streets
and
how
we
are
working
really
hard
to
make
sure
that
people
are
safe
and
we
reduce
serious
injuries
and
fatalities
by
2030
through
this
program.