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[00:00:03]

SEE THAT THE MAYOR PRO TEM IS BACK NOW.

SO WE'LL GO AHEAD AND GET STARTED.

I'M GOING TO CALL

[Call to Order]

THE MAIN AND THE MOBILITY COMMITTEE TO ORDER AT 10 OH FIVE.

AND OUR FIRST ORDER OF BUSINESS IS TO APPROVE THE MINUTES

[Item 1]

FROM THE MOBILITY COMMITTEE MEETING HELD ON APRIL 30TH.

SO, UM, I SEE A MOTION FROM THE MAYOR PER TIM TO MOVE APPROVAL.

I SEE A SECOND FROM A VICE CHAIR.

COUNCIL MEMBER FLANAGAN OF ALL IN FAVOR, PLEASE RAISE YOUR HAND.

OKAY.

WE PASS THAT, YOU KNOW, ANONYMOUSLY.

SO THE

[Item 2]

FIRST ITEM THAT WE HAVE TODAY IS A PRESENTATION FROM ATD ON THE UM, CITYWIDE SPEED MANAGEMENT PROGRAM.

WE DO HAVE A COUPLE OF SPEAKERS.

WE HAVE THREE SPEAKERS THAT WANTED TO SPEAK ON THIS ITEM, SO I'M GOING TO CALL THEM FIRST AND THEN WE'LL HEAR FROM STAFF.

SO THE FIRST PERSON IS HAYDEN WALKER.

HAYDEN ARE YOU TO, CAN YOU HEAR US? ARE YOU ON THE LINE? I AM COUNCIL MEMBER.

CAN YOU HEAR ME? YES, WE CAN HEAR YOU.

GREAT.

THANK YOU VERY MUCH FOR ALLOWING ME TO SPEAK.

UM, THIS IS HAYDEN BLACK WALKER.

I JUST WANTED TO SPEAK FOR A SECOND.

AND SUPPORT OF SPEED MANAGEMENT.

UM, I'M THINK THAT THIS IS, UH, A REALLY GREAT, UM, PROPOSAL.

WE ALL KNOW THAT THE DIFFERENCE BETWEEN A MINOR INJURY AND A SERIOUS INJURY AND EVEN A FATALITY, UM, A BIG PORTION OF THAT IS SPEED.

UM, YOU GUYS DON'T NEED ME TO REMIND YOU HOW MANY PEOPLE DIE OR SERIOUSLY INJURED IN AUSTIN EVERY YEAR.

AND I GUESS WHAT I JUST WANTED TO SAY WAS, YOU KNOW, IT WAS COVERED.

19 THINGS SEEM SO CHAOTIC AND IT'S SO HARD TO KNOW WHAT TO DO TO KEEP PEOPLE SAFE.

AND WE'VE, WE'VE JUST OPENED OUR LIVES TRYING TO FIGURE THAT OUT.

UM, AND WITH TRAFFIC VIOLENCE, IT'S A SIMILAR KIND OF HEALTH CRISIS.

PEOPLE DIE REGULARLY EVERY YEAR IN AUSTIN FOR FOR NO REASON.

AND UM, IN THIS PARTICULAR CASE WITH TRAFFIC, WE HAVE A LOT OF GREAT DATA AND A LOT OF GREAT RESEARCH.

WE KNOW HOW TO ACTUALLY FIX THIS PROBLEM.

UM, AND SO I WANTED TO COMMEND STAFF FOR ALL OF THEIR HARD WORK AND DOING ENGINEERING STUDIES AND APPLYING A LOT OF REALLY GREAT RESEARCH AND DATA TO SOLVING THIS PROBLEM IN OUR COMMUNITY.

UM, AND I JUST HOPE THAT, UM, THIS COMMITTEE IS ABLE TO SEND A RECOMMENDATION FORWARD TO THE FULL COUNCIL, UM, TO RECOMMEND APPROVAL.

THANK YOU SO MUCH.

HAVE A GOOD DAY.

THANK YOU.

OUR NEXT SPEAKER IS JAY CROSS-LINK.

HELLO.

THANKS SO MUCH FOR EVERYTHING YOU GUYS DO.

AND FOR THIS TIME I'M EXECUTIVE DIRECTOR OF A NONPROFIT ON FARM AND CITY AND UH, I LIVE IN DISTRICT FOUR.

UM, AND I JUST WANTED TO BE STRONGLY IN SUPPORT OF THIS SPEED MANAGEMENT PROGRAM AS THE STAFF HAVE PROPOSED.

UM, AS HAYDEN SAID, THAT SPEED IS ONE OF THE MAJOR, UM, PROBLEMS THAT IS KILLING PEOPLE ON OUR STREETS.

AND I JUST WANTED TO ADD THAT, YOU KNOW, BASICALLY ALL THE ACRONYMS ACROSS THE NATION, THE, THE NITSA, THE NSC, THE, UM, UH, THE MAXXTOW AND ASTO, ALL THE ENGINEERING ENTITIES HAVE ALL BASICALLY CHANGED THE WAY WE THINK ABOUT STREETS AND SPEED OF THE LAST 10 YEARS.

AND THERE'S, THERE'S, I CONTINUE REPORTS FROM ALL OF THOSE ENTITIES ON HOW THEY THINK WE MADE LOTS OF MISTAKES AND WE DESIGNED FOR HIGH SPEED AND THAT KILLED PEOPLE.

AND, AND SO WHAT WE ARE DOING IS WHAT THE TRAFFIC ENGINEERING WORLD IS NOW SAYING WE MUST DO EVERYWHERE.

UM, AND, AND ONE THING TO SHARE I THINK IS THAT IT'S IMPORTANT THAT AUSTIN WAS ONE OF THE FIRST CITIES TO GET, UH, UH, TRAINING, UH, TECHNICAL SYSTEMS FROM THE, UH, ITE, THE NATIONAL INSTITUTE FOR TRAFFIC ENGINEERS, A LOT OF RETHINKING SPEED MANAGEMENT, UM, AND ALSO THE TEXAS STRATEGIC HIGHWAY SAFETY PLAN CALLS FOR LOCAL GOVERNMENTS TO DO THIS KIND OF THING OF REFORMING SPEED MANAGEMENT.

AND SO IN SOME WAYS, AUSTIN IS LEADING THE STATE, BUT DOING WHAT OUR STATE PLAN SAYS THAT HE SHOULD DO.

UM, UH, AND SO I STRONGLY IN SUPPORT OF THIS AND I'M VERY EXCITED THAT YOU GUYS GET TO LOOK AT THIS PROGRAM AND SUPPORT IT.

AND I DO WANT TO REQUEST A HOPE THAT COUNCIL CAN STRONGLY SUPPORT THIS AND MAKE IT VERY CLEAR THAT WE WANT TO MAKE THE COMFORTABLE SPEED ON ALL OF OUR TRANSPORTATION SYSTEM, THE SAFE SPEED, AND TO THINK ABOUT PROJECTS LIKE THE MAJOR CORRIDORS PROJECT AND THE BURNETT ROAD PROPOSALS, UH, OR THE REDBUD BRIDGE.

UM, ARE

[00:05:01]

THEY DESIGNED FOR THE RIGHT SPEED AND CAN WE MAKE IT CLEAR TO STAFF THAT WE WANT TO DIVIDE THINGS TO MAKE IT COMFORTABLE TO DRIVE SAFELY.

UH, SO THANK YOU VERY MUCH.

OUR LAST SPEAKER IS ADAM GREENFIELD.

YES, I'M HERE.

CAN YOU HEAR ME? YES.

HI.

GOOD MORNING.

UH, COMMITTEE MEMBERS, COUNCIL MEMBERS.

MY NAME IS ADAM GREENFIELD.

I'M A BOARD PRESIDENT OF WALK AUSTIN AND I'M ALSO HERE TO SPEAK STRONGLY IN SUPPORT OF THE PROPOSED SPEED MANAGEMENT PROGRAM.

UM, SAFE MOBILITY AROUND AUSTIN REALLY SHOULD BE A GUARANTEE OFFERED BY LOCAL GOVERNMENT.

AND, UH, UNFORTUNATELY LAST YEAR ALONE WE SAW ALMOST 90 PEOPLE DIE ON THE STREETS OF AUSTIN.

UH, THIS IS AN ONGOING, UH, EMERGENCY, UH, SLOWING TRAFFIC DOWN IS GOING TO SAVE LIVES AND FRANKLY IT'S ALSO GOING TO MAKE AUSTIN A LOT MORE PLEASANT AND MORE LIVABLE AND UH, GIVE PEOPLE MORE CHOICES ABOUT HOW THEY WANT TO MOVE AROUND, BE IT WALKING, BIKING, ROLLING OR OTHERWISE.

UM, THIS, THIS IS REALLY A HISTORIC MEASURE IN, IN, UH, I THINK, UH, BY ANY ACCOUNT.

UM, AND I REALLY COMMEND THE HARD WORK PUT IN TO MAKE THIS HAPPEN BY THE VISION ZERO PROGRAM AND OTHER CITY STAFF AND BY ADVOCATES TO GET US TO THIS POINT.

AND UH, YEAH, I LOOK FORWARD TO THE MOBILITY COMMITTEE, UH, RECOMMENDING THAT THEY FALL.

CITY COUNCIL APPROVE THIS LANDMARK MEASURE.

THANKS VERY MUCH.

WE ARE NOW READY FOR THE PRESENTATION IF THE STAFF WOULD LIKE TO PROCEED.

OKAY.

THANK YOU TO ALL OF OUR SPEAKERS.

HI, THIS IS ERIC.

POLLY, CAN YOU HEAR ME? YES.

OKAY, GREAT.

WELL THANK YOU COUNCIL MEMBERS FOR HAVING US HERE THIS MORNING.

2% AWESOME TRANSPORTATION DEPARTMENTS OR ATDS ENGINEERING STUDIES AND RECOMMENDED SPEED LIMIT MODIFICATION FOR URBAN CORE RESIDENTIAL AND DOWNTOWN STREETS.

I'M ERIC BOLLOCK, ATDS ACTING ASSISTANT DIRECTOR.

AND MANAGING ENGINEER.

I'M JOINED BY LOUIS LEF, OUR TRANSPORTATION TRANSPORTATION SAFETY OFFICER OR THE CO PRESENTER.

AND WE ALSO HAVE ANNA MARTIN AND JIM DALE, TWO OF OUR ASSISTANT DIRECTORS ON THE LINE.

NEXT SLIDE PLEASE.

.

SO SLIDE TWO.

I'LL BEGIN THE PRESENTATION WITH JUST A SUMMARY OF THE OVERALL RECOMMENDATION.

NAMELY THE OFFICE OF THE CITY TRAFFIC ENGINEER WITH AN ATD AS DETERMINED SPEED LIMIT ON BOTH RESIDENTIAL AND MAJOR ARTERIAL STREETS IN AUSTIN SHOULD BE REDUCED TO ACHIEVE SAFE IMPROVEMENT SPEED.

THIS DETERMINATION IS BASED ON A COMPREHENSIVE YEARS LONG ENGINEERING STUDY OF THE CITY STREETS.

OKAY, NEXT SLIDE.

SLIDE THREE.

THE PRESENTATION WILL COVER THE SPEED MANAGEMENT PROGRAM, INCLUDING ITS MISSION AND OBJECTIVE.

AND WE'LL ALSO COVER THE METHODOLOGY WE USE, UH, IN THE ENGINEERING STUDIES TO DEVELOP OUR FINDINGS AND RECOMMENDATIONS.

AND THEN FINALLY, WE'LL PRESENT THE NEXT STATE.

NEXT STEPS ATD WILL TAKE AND IMPLEMENT OUR RECOMMENDATIONS.

NEXT SLIDE.

SLIDE FOUR.

IT'S BEING MANAGED.

PROGRAMS ARE BEING DEVELOPED NATIONALLY WITH COMMON MISSIONS AND OBJECTIVES.

BUT FOR AUSTIN, OUR PROGRAM AIMS TO IMPROVE SAFETY AND LIVABILITY OF OUR STREETS BY IMPLEMENTING STRATEGIES APPROPRIATE TO MEET THE CONTEXT OF EACH STREET.

EVERY RECOGNIZE THAT THE SAME STRATEGY MIGHT NOT BE NEEDED FOR ALL SITUATIONS.

AND THE PROGRAM'S OBJECTIVE IS TO REDUCE THE LIKELIHOOD OF INJURY AND FATALITY FATAL CRASHES BY REDUCING SPEEDING ON ALL TYPES OF STREETS, PARTICULARLY THOSE WITH THE HIGHEST SPEEDS.

AS WE KNOW THAT SPEEDING IS A LEADING, CONTRIBUTING FACTOR TO THESE TYPES OF CRASHES.

UH, NOW I'LL TRY TO TURN IT OVER TO LEWIS LEFT, UH, TO DISCUSS OUR CRASH DATA IN AUSTIN AND REVIEW OUR BEST PRACTICES.

OKAY.

YES, YES.

IT'S ON SLIDE FIVE.

I'LL BE TALKING ABOUT AUSTIN CITY CITY'S VISION ZERO PROGRAM AND IT'S BASED ON WHAT'S KNOWN AS ITS BASIS.

HIS APPROACH, IT TAKES THIS HOLISTIC VIEW OF THE TRANSPORTATION NETWORK AND HOW WE MIGHT IMPROVE THE INTERACTIONS BETWEEN ALL ROAD USERS, THE INFRASTRUCTURE, THE LAW ENFORCEMENT ASPECTS, PUBLIC EDUCATION, AND MORE SO AS COURT RECOGNIZES THAT THE HUMAN BODY'S TOLERANCE TO THE FORCE OF THE CRASH IS WHAT DETERMINES THE INJURY SEVERITY OUTCOME FOR THE PEOPLE INVOLVED.

SO FUNDAMENTAL ELEMENTS OF THE SAFE SYSTEMS APPROACH IS REDUCING THE SPEED AT WHICH DRIVERS CHOOSE TO OPERATE THEIR VEHICLES THROUGH ORDER TO REDUCE THAT CRASH FORCE.

THIS REDUCTION CAN BE ACHIEVED THROUGH VARIOUS TOOLS

[00:10:01]

INCLUDING POLICY CHANGES TO LOWER SPEED LIMITS, INTERVIEWING TREATMENTS, EDUCATION AND ENFORCEMENT OF DRIVER BEHAVIOR.

WELL, THERE'S ALWAYS DISCUSSION ABOUT WHETHER ON THE GROUND IS NEARING TREATMENTS OR MODIFYING THE POSTED SPEED LIMITS SHOULD BE IMPLEMENTED.

FIRST, WE KNOW THAT BOTH ARE OFFICIAL AND WE CAN CHANGE SPEED LIMITS ACROSS HUNDREDS OF MILES OF STREETS FASTER THAN WE COULD DO THE ENGINEERING TREATMENTS AT THE SAME SCALE.

NOW SPEEDING IS JUST ONE OF FOUR DRIVER BEHAVIORS THAT CONTRIBUTES TO MOST OF OUR INJURY CRASHES AND IT'S DOCUMENTED ON A QUARTER OF OUR FATAL CRASHES.

IT'S ALSO HIGHLY LIKELY THAT STEVE PLAYED A ROLE IN CRASHES EVEN WHEN IT DOESN'T MEET THE CRITERIA TO BE DOCUMENTED ON A FACTOR, A FACTOR ON A CRASH REPORT, AND WE'LL BE THINKING A LOT ABOUT DATA AND NUMBERS TODAY, SO WE ALWAYS TRY TO REMIND THOSE LISTENING.

THIS IS ABOUT THE HEALTH AND SAFETY OF ACTUAL PEOPLE IN OUR COMMUNITY.

WE HAVE OVER 500 CRASHES A YEAR WHERE A MOTHER OR FATHER, A FRIEND OR NEIGHBOR IS SERIOUSLY INJURED OR KILLED.

OUR VISION ZERO PROGRAM ALSO USES A PUBLIC HEALTH METRIC CALLED YEARS OF LIFE LOSS TO DETERMINE TO DEMONSTRATE HOW MOST OF THE PREVENTABLE CRASHES AND DEATHS HAVE TAKEN YEARS OF LIFE AWAY FROM THOSE GILLS AND THESE CARPETS, THESE BROTHERS AND SISTERS, GRANDPARENTS AND CHILDREN WILL NOT BE PRESENT AT BIRTHDAYS, GRADUATIONS, OR HOLIDAYS EVER AGAIN.

SO LAST YEAR ALONE, OUR COMMUNITY LOST AN ESTIMATED 3,100 YEARS OF LIFE DUE TO CAR CRASHES.

FIVE SIX PLEASE.

ON PLASTICS.

IT SHOWS THAT THE RESEARCH THAT'S BEEN COMPLETED IN RECENT YEARS HAVE MADE IT INCREASINGLY CLEAR HOW CRITICAL MANAGING SEEDS IS TO ACHIEVE A SAFER TRANSPORTATION.

MARTINA, THE PLANNERS AND ENGINEERS STARTED THIS PROCESS LAST SPRING WITH A REVIEW AVAILABLE INFORMATION RELATED TO THE IMPACT VEHICLE, SEEDS ON HUMAN BODIES SPEED LIMIT SETTING AND RECOMMENDED DESPERATE AT A NATIONAL LEVEL.

THE NATIONAL TRANSPORTATION SAFETY BOARD REPORT FEEDING INCREASES CRASH RISK IN TWO WAYS.

IT INCREASES THE LIKELIHOOD OF BEING INVOLVED IN A CRASH AND INCREASES THE SEVERITY OF INJURY AT THE STATE LEVEL.

THE GOVERNOR, THE HIGHWAY SAFETY ASSOCIATION RECOMMENDED A CT REPORT THAT LOCALITIES SHOULD SET REASONABLE SPEED LIMITS IN ACCORDANCE WITH ZERO PRINCIPLES IN THESE BUILT UP AREAS WHERE THERE'S A MIX OF VULNERABLE ROAD USERS AND MOTOR VEHICLE TRAFFIC.

AND HERE IN TEXAS AS REFERENCED EARLIER TESTS OUT AND AS PART OF A WORKING ON A NEW STATE TARGET OF ZERO DEATHS AND THIS ROAD TO ZERO IN THAT EFFORT INCLUDES A SPEEDING RELAYED STRATEGY THAT ENCOURAGES USE OF TARGET SPEEDS FOR ARTERIALS, COLLECTORS AND LOCAL ROADWAYS TAKING INTO CONSIDERATION THE PEDESTRIAN LAND USE AND REDWAY CONTEXT.

IT INCLUDES THE OPTIONS FOR TARGET SPEEDS OF 35 MILES PER HOUR OR LESS ON ARTERIALS AND THE EVALUATION OF EXISTING SPEED LIMITS TO APPROPRIATE TARGETS.

SO WE'RE REALLY COMFORTABLE THAT OUR APPROACH HAS BEEN INFORMED BY THE STATE NATIONAL AND OTHER BEST PRACTICE RECOMMENDATIONS FOR SETTING APPROPRIATE SPEED LIMITS.

BACK TO YOU, ERIC .

THANKS LOUIS.

UM, SO LOOKING AT SLIDE SEVEN NOW I JUST WANT TO SPEND SOME TIME ON THE SLIDE TO GIVE AN OVERVIEW OF OUR ENGINEERING METHODOLOGY.

SO THE HISTORICAL ENGINEERING APPROACH TO SET SPEED LIMITS REALLY FOCUSED PRIMARILY ON THE PREVAILING OPERATING SPEED OF STREETS, WHICH IS TYPICALLY THE 85TH PERCENTILE SPEED AND THE CORE, THE SPEED AT WHICH 85% OF MOTOR VEHICLES ARE TRAVELING AT OR BELOW.

AND THIS METRIC IS BASED ON THE PREMISE THAT DRIVERS UNDER UNIMPEDED FREE FLOWING TRAFFIC CONDITIONS, TRUE CHOOSES TRAVEL AT SAFE AND PRUDENT SPEEDS FOR THEMSELVES AND OTHERS USING THE STREET.

HOWEVER, RESEARCH INDICATES THAT OVER TIME THIS METHODOLOGY HAS REALLY CATERED TO HIGHER SPEED AND REALLY HAS A LIMITATION IN URBAN SETTINGS.

ARE THERE OTHER CONSIDERATIONS TO CONSIDER SUCH AS TURNING CONFLICTS, DRIVEWAY DENSITY, TRAFFIC SIGNAL, ALL OF WHICH IMPEDE THE NATURAL FLOW OF TRAFFIC AND REQUIRE MORE ATTENTION FOR DRIVERS TO OPERATE SAFELY.

MANY OF AUSTIN STREET SHARE THESE URBAN SETTING OPERATING CHARACTERISTICS, WHICH IS WHY WE'VE BY FOLLOWING THIS HISTORICAL METHODOLOGY REALLY CAN BE FRUSTRATING TO US.

IN ATD.

I'M LOOKING FOR WAYS TO COMPREHENSIVELY AND CONSISTENTLY CONSISTENTLY ANALYZE OPERATING CHARACTERISTICS, CHARACTERISTICS WE KNOW LEAD TO DECREASED SAFETY.

I SHOULD NOTE THAT IN TEXAS, ENGINEERS HAVE HISTORICALLY FOLLOWED THE MANUAL TITLE PROCEDURES FOR ESTABLISHING NEEDS ZONE, WHICH IS PUBLISHED BY .

THE TEXAS DEPARTMENT OF TRANSPORTATION, WHICH IN TURN TAKES GUIDANCE FROM THE FEDERAL LEVEL.

THIS MANUAL DOES INCLUDE A HANDFUL OF OTHER CONSIDERATIONS APART FROM THE 85TH PERCENTILE SPEED THAT ENGINEERS SHOULD USE TO DETERMINE SPEED LIMITS, WHICH IS PAVEMENT WITH STREET, CURB, STREET CURVATURE DRIVE, ESSENTIALLY DENSITY AND CRASH HISTORY.

HOWEVER, IT REALLY DOES NOT PROVIDE CLEAR GUIDANCE ON HOW THESE OTHER CONSIDERATIONS SHOULD BE EVALUATED IN A CONSISTENT MANNER TO RECOMMEND SAFE AND PRUDENT SPEED LIMITS.

SO AS A RESULT, ATD EVALUATED EMERGING SPEED LIMIT SETTING METHODOLOGIES, NAMELY EXPERTS, SYSTEM EXPERTS SYSTEMS ARE KNOWLEDGE BASED APPROACHES RECOMMENDING ENFORCEABLE AND CREDIBLE SPEED LIMITS.

THE FEDERAL HIGHWAY ADMINISTRATION HAS DEVELOPED A WEB BASED TOOL CALLED US LIMITS TOO THAT INCORPORATES BOTH THE CONSIDERATION AND THE HISTORICAL SPEED LIMIT METHODOLOGY ALONG WITH ABOUT 10 OTHERS, SOME OF WHICH ARE LISTED ON THIS SLIDE, BUT WE IN ATD REALLY ARE EXCITED TO BE USING THIS TOOL BECAUSE IT FINALLY GIVES US METHODOLOGY BACKED BY THE FEDERAL LEVEL

[00:15:01]

TO CONSISTENTLY EVALUATE OUR URBAN ENVIRONMENT ALONG WITH THESE OTHER CONSIDERATIONS THAT HAVE ALWAYS BEEN AVAILABLE UNDER STATE GUIDANCE.

NEXT SLIDE PLEASE.

THE SLIDE EIGHT.

THE NEXT PART OF THE PRESENTATION WILL BE SPECIFIC TO OUR RECOMMENDATIONS ON AUSTIN URBAN CORE STREETS, WHICH WE'LL DEFINE LATER THAT THE OFFICE OF THE CITY TRAFFIC ENGINEER HAS THE AUTHORITY TO RECOMMEND SPEED LIMITS BASED ON ENGINEERING STUDIES.

AND THIS IS DERIVED FROM BOTH STATE AND LOCAL CODES.

AS WE KNOW, AUSTIN HAS EXPERIENCED DECADES OF DOUBLE DIGIT POPULATION GROWTH, WHICH HAS INCREASED THE POPULATION DENSITY AND CHANGED OUR OPERATING CHARACTERISTICS AND THE CITIES OVER IN CORE.

DURING THIS TIME, ATD FOCUSED ON STREETS WITH HIGH SPEED AS, AS I SAID BEFORE, AS THEY'RE SHOWN TO REPRESENT THOSE WITH THE MOST SERIOUS INJURIES AND FATALITIES.

AND THIS IMAGE ON THE RIGHT SHOWS HOW SPEEDS RISE JUST ABOVE 30 MILES AN HOUR, CRASHES WITH PEDESTRIANS, FOR EXAMPLE, A MORE THAN A 50% CHANCE OF RESULTING IN A SERIOUS INJURY FATALITY.

ULTIMATELY, WE AT ATD COLLECTED A SPEED AND VOLUME DATA ON 80% OF THE URBAN CORE NETWORK, WHICH WE FOUND WAS REPRESENTATIVE OF THE ENTIRE NETWORK.

BASED ON OUR STATISTICAL ANALYSIS OF THE COLLECTED DATA.

I'LL TURN IT OVER BACK TO LOUIS.

ONE MORE TIME TO PRESENT MORE IN THE URBAN CORE NETWORK .

SO WHILE PREPARING A MOBILITY PLAN IN LATE 2018 WE PERFORMED ANALYSIS OF THE MOST RECENT FIVE-YEAR CRASH DATA SET TO UNDERSTAND WHERE MOST OF OUR NON FREEWAY SERIOUS INJURIES AND FATALITIES WORKER ANALYSIS WAS OPENING.

THE DEVELOPMENT OF A HIGH INJURY NETWORK WILL BE FOUND AT JUST 8% OF OUR STREET NETWORK REPRESENTS ALMOST 70% OF OUR SERIOUS INJURIES AND FATALITIES.

SLIDE 10 PLEASE.

SO IT'S LIKE WHEN YOU CAN SEE THIS NETWORK GEOGRAPHICALLY ONE CONSIDERS THE CONSISTENT TYPE OF GROWTH THAT HAS OCCURRED IN PARTICULARLY IN CENTRAL AUSTIN IN RECENT YEARS.

IT'S EVIDENT THERE'S MORE RESIDENTIAL AND COMMERCIAL ACTIVITY AMONG SOME OF THESE KEY OUR TWO WHEELS AND CORRIDORS AND WHEN THE POSTED SPEED LIMITS WERE SET YEARS AGO, YOU'LL SEE THAT JUST OVER HALF OF THE STREET LANE MILE ASSOCIATED WITH BEHIND YOUR NETWORK ARE REPRESENTED IN THIS CORE AREA AS DEFINED BY ONE OF THOSE PACKS.

THEY SENT ME ONE IN WHITE ON THE SOUTH OF US, ONE 83 ON THE EASTERN NORTH.

I CAN STUDY THESE STREETS IN URBAN CORE APPLIED TO SEE SETTING METHODOLOGY INCLUDING THE VARIOUS INPUTS THAT ERIC MENTIONED EARLIER AND DEVELOPED THESE RECOMMENDATIONS WHICH IN PART EIGHT TO ACHIEVE MORE CONSISTENCY THAT WOULD REFLECT THE CONTEXT AND OPERATING CONDITIONS WE SEE ON THE GROUND TODAY FOR ALL OF WHAT WE RECEIVED, MOSTLY POSITIVE POSITIVE COMMENTS ON HER APPROACH.

SOME FEEDBACK HAD BEEN THAT WE SHOULD HAVE INCLUDED MORE THAN HYGIENE AND MORE OF THE ACTUAL STREETS OUTSIDE OF THIS CORE AND I'LL JUST SAY WE STARTED HERE WITH THIS BROAD BASED APPROACH, NEW METHODOLOGY.

WE CERTAINLY PLAN TO CONTINUE TO STUDY AND MAKE PROGRESS ON THE REST OF THE WORK OVER TIME.

ERIC, BACK TO YOU.

THANKS LOUIS.

SO LOOKING AT SLIDE 11 BEFORE IT COVERED THE RECOMMENDATIONS FOR THE URBAN CORE, I JUST WANT TO HIGHLIGHT THAT ATD DID TAKE SPEED LIMIT REDUCTION RECOMMENDATIONS TO CITY COUNCIL, WHICH WERE ADOPTED LAST SEPTEMBER AND THESE WERE ACTUALLY A HIGHER SPEED STREETS AND KIND OF THE CLOSER PART OF THE OF THE CITY.

AND THIS WAS OUR FIRST USE OF THE U S LIMITS TO EXPERTS SYSTEM METHODOLOGY AND IT REALLY LAID THE GROUNDWORK FOR THIS LARGER SCALE SET OF RECOMMENDATIONS INCLUDED IN THIS PRESENTATION TODAY.

NEXT ONE.

OKAY.

LOOKING AT SLIDE 12.

UM, AS RECOMMENDATION FOR THE CITY'S URBAN CORE STREETS, OFFICE OF THE CITY TRAFFIC ENGINEER HAS DETERMINED A 35 MILE AN HOUR SPEED LIMIT SHOULD BE ESTABLISHED FOR MOST STREETS IN THIS AREA.

A FEW EXCEPTIONS ARE INCLUDED IN THE TABLE SHOWN ON SLIDE 12 WHICH INDICATE REDUCTIONS TO 30 MILES AN HOUR OR REDUCTION SOUND TO 40 OR 45.

AGAIN, THIS IS BASED ON OUR ENGINEERING STUDIES OF OPERATING CHARACTERISTICS AND CONTEXT APPROPRIATENESS.

NEXT ONE, FIVE 13.

THE IMAGE ON THE LEFT SHOWS THE STREETS WITH EXISTING STATE LIMITS OF 35 MILES AN HOUR OR BELOW AN ORANGE.

AND THEN THE IMAGE ON THE RIGHT SHOWS HOW SEAMAN SPEED LIMITS IN THE URBAN CORE WOULD CHANGE WITH THE APPROVAL OF THESE RECOMMENDATIONS.

OKAY.

ONE MAJOR OUTCOME TO HIGHLIGHT IS THAT THIS WOULD BE PRODUCED CONSISTENT SPEED LIMIT BASED ON SIMILAR OPERATING STREETS AND THEREBY GIVING DRIVERS CONSISTENT EXPECTATIONS OF THE LIMITS WITHIN THE URBAN CORE.

ULTIMATELY, THIS LOWERS THE SPEED LIMITS ON ABOUT 20% OF STRAIGHT LANE MILES IN THE HIGH ENTRY NETWORK.

NEXT ONE FIVE 14.

SO NOW WE'LL SHIFT THE RECOMMENDATION, UH, ON AUSTIN'S RESIDENTIAL STREETS.

AND FOR THE PURPOSE OF OUR STUDY, WE DEFINE THEM AS NON-MAJOR STREETS WITH SOME PORTION OF ADJACENT OR FRONT OR SIDE FACING RESIDENCES.

YOU SAMPLED DATA ON APPROXIMATELY 600 OF THESE STREETS AND RAN A STATISTICAL ANALYSIS ON A SAMPLE OF THESE AND DETERMINED THAT THE DATA WAS REPRESENTATIVE OF OPERATION SIMILAR RESIDENTIAL STREETS CITYWIDE.

NEXT SLIDE.

BY 15, THE DATA INDICATES PREVAILING SPEEDS INCREASED NEARLY LINEARLY WITH STREET WIDTH, WHICH IS

[00:20:01]

INTUITIVE.

YOU KNOW, DRIVERS ARE INFLUENCED BY THE BUILT ENVIRONMENT SUCH AS ON STREET PARKING DRIVEWAY CONFLICTS, AND THE VISUAL CUES THAT FRONT FACING RESIDENTS GIVE DRIVERS AND STREETS NARROWED AND 36 FEET WIDE ALLOW WHAT WE CALL YIELD SLOW OPERATION, MEANING DRIVERS ARE REQUIRED TO SLOW AND ALLOW ONCOMING VEHICLES TO PASS WHEN ENCOUNTERED.

YES.

NEXT SLIDE.

ON 16 AS THE FIRST RECOMMENDATION FOR THE CITY'S RESIDENTIAL STREETS.

WE ACTUALLY HAVE TWO PARTS.

FIRST FOR STREET LESS THAN 36 FEET WIDE AND HAVING FRONT FACING RESIDENCES, THE SPEED LIMIT SHOULD BE SET TO 25 MILES AN HOUR.

CITYWIDE PRESIDENTS OF STREETS BETWEEN 36 AND 40 FEET WIDE.

WE RECOMMEND THE OFFICE OF THE CITY TRACK ENGINEER HAVE THE AUTHORITY TO ESTABLISH A 25 MILE AN HOUR SPEED LIMIT IF DETERMINED TO BE SAFE AND PRUDENT BASED ON INDIVIDUAL ENGINEERING EVALUATIONS OR IMPLEMENTATION OF OTHER SPEED MITIGATION MEASURES OR TRAFFIC CONTROL DEVICES.

.

NEXT SLIDE.

.

LOOKING AT SLIDE 17 WE HAVE AN IMAGE ON THE LEFT.

IT SHOWS RESIDENTIAL STREETS WITH EXISTING 25 MILE AN HOUR SPEED LIMITS AND BLUE.

YEAH.

WELL THE IMAGE ON THE RIGHT SHOWS HOW SPEED LIMITS WOULD CHANGE WITH THE APPROVAL OF THESE RECOMMENDATIONS.

AS YOU CAN SEE THERE, THIS RECOMMENDATION RESULTS IN A COMPREHENSIVE AND CONSISTENT 25 MILE AN HOUR SPEED LIMIT FOR MOST OF AUSTIN'S RESIDENTIAL STREET.

OKAY.

NEXT ONE.

.

SO FRIDAY 18 DURING THE PROCESS OF THIS ENGINEERING STUDY, ATD RECOGNIZED THE OPPORTUNITY AND THE PROFIT ANALYZE RESIDENTIAL STREETS, WHICH WOULDN'T MEET THE CRITERIA FOR SPEED MODIFICATIONS UNDER OUR RECOMMENDATION ONE.

THEN I JUST WENT OVER THEY, THE ATD IDENTIFIED ABOUT 45 MILES OF RESIDENTIAL STREETS NEEDING ANALYSIS, WHICH HAS SOME PORTION OF ADJACENT OR SIDE FACING RESIDENTIAL LAND USE.

EXISTING SPEED LIMITS GREATER THAN 35 MILES AN HOUR OR GREATER THAN 36 FEET WIDE.

EXCELLENT BY 19 SO THEREFORE THE SECOND RECOMMENDATION, RESIDENTIAL STREETS INCLUDE BLURRING SPEED LIMITS ON 18 PARTICULAR STREETS AND BE CONSISTENT WITH OTHER RESIDENTIAL STREETS.

HAVE SIMILAR OPERATING CHARACTERISTICS.

DON'T MEET THE REC, MEET THE CRITERIA.

RECOMMENDATION ONE MOST OF THEM LOWER TO 30 MILES AN HOUR OR WHILE SOME LOWER TO 35 MILES AN HOUR.

NEXT ONE SLIDE 20 .

OUR FINAL SPEED LIMIT RECOMMENDATIONS PERTAIN TO DOWNTOWN CORE STREETS, WHICH WE'LL DEFINE AS THOSE INCLUDED WITHIN NORTH LAMAR, MARTIN LUTHER KING AND LADY BIRD LAKE .

NOW THE DOWNTOWN CORE IS OUR OLDEST PART OF THE CITY.

IT WAS BUILT PRIMARILY ON A GRID LAYOUT WITH CONSISTENT BLOCK LANE.

AND THESE STREETS GENERALLY HAVE LOWER PREVAILING SPEEDS BECAUSE THEY ARE CONTROLLED BY A TRAFFIC SIGNAL THAT THEIR REGRESSION SPEEDS OR ALL.

I STOPPED NEXT ONE THERE.

SLIDE 21 FOR THE DOWNTOWN CORE, WE RECOMMEND SPEED LIMITS BE SET TO 25 MILES AN HOUR.

YES.

UH, LAMAR GUADALUPE LAVACA AND MARTIN LUTHER KING SHOULD REMAIN AT 30 MILES AN HOUR, HOWEVER, BUT ALSO 15TH STREET AND CESAR CHAVEZ SHOULD BE LOWERED FROM THE CURRENT 35 MILES AN HOUR TO 30 MILES AN HOUR.

.

AND FINALLY, THE SIGNAL TIMINGS, UH, IN THIS STREET NETWORK SHOULD BE REVIEWED AND ADJUSTED TO FACILITATE THE 25 MILE AN HOUR OPERATION TO LINE WITH THESE REDUCED SPEED LIMITS.

NEXT SLIDE.

SLIDE 22.

THE IMAGE ON THE LEFT WE SEE IT SHOWS THE EXISTING SPEED LIMITS WITHIN THE DOWNTOWN CORE, WHICH WERE MOSTLY 30 MILES AN HOUR AS SHOWN IN GREEN IMAGE ON THE RIGHT.

AND IT SHOWS IN BLUE HOW SPEED LIMITS WOULD CHANGE THE 25 MILES AN HOUR ON THE STREETS.

WITH THE APPROVAL OF THESE RECOMMENDATIONS AND THIS WERE REALLY HELPED MEET OUR GOAL OF ESTABLISHING CONSISTENT AND PREDICTABLE SPEED LIMITS OR PROVIDING SAFER STREETS, PARTICULARLY IN THIS AREA OF THE CITY THAT HAS A HIGHER CONCENTRATION OF PEDESTRIANS LIKE WITH MOBILITY USERS.

THAT'S FINE.

FIVE 23 SO TODAY WE'RE HERE AT MOBILITY COMMITTEE, SO BRIEFING AND DISCUSSION.

THEN WE ALSO BRIEFED THE URBAN TRANSPORTATION COMMISSION ON MAY 15TH A COUPLE OF WEEKS AGO AND WE PLAN TO TAKE OUR AND RECOMMENDATIONS FOR THE FULL PHILLY CITY COUNCIL AT THE JUNE 11TH MEETING FOR APPROVAL OF THESE ORDINANCES.

I JUST WANT TO ADD THAT TO THE ALSO DEVELOPING A SIGN INSTALLATION PLAN THAT WILL INCLUDE THE DESIGN, PLACEMENT AND SPACING OF ENFORCEABLE SPEED LIMIT SIGNS INDICATING WHERE SPEED LIMITS HAVE LOWERED ONE POTENTIAL DESIGN FOR RESIDENTIAL STREETS AS SHOWN HERE, WHICH COULD BE PLACED AT ENTRANCES TO NEIGHBORHOODS ESTABLISHED 25 MILE AN HOUR SPEED LIMITS WITHOUT HAVING TO SIGN EACH EACH IMPACTED STREET URBAN CORE STREETS.

WE'RE ALSO EXPLORING FIND DESIGN, WHICH WILL HELP THEM BE EASILY NOTICED.

AND THEN CERVICAL REGARDING PRIORITIZATION OF INSTALLATION, WE CAN FOLLOW DOCUMENTED CRASH HISTORY AND TOOLS SUCH AS THE HIGH INJURY NETWORK AND START WITH THESE STREETS.

UM, BUT OVERALL THIS, WE WOULD TAKE A PHASED APPROACH OF INSTALLATION OVER TIME TO EVENTUALLY REACH ALL STREETS COVERED UNDER THESE RECOMMENDATION BASED ON AVAILABLE BUDGET.

AND FINALLY, 18 REVIEW OF BEST PRACTICES REVEAL THAT COMPREHENSIVE SPEED LIMIT MODIFICATIONS ARE MOST EFFECTIVE WHEN COUPLED WITH PUBLIC AWARENESS EFFORTS AS

[00:25:01]

THEY HELP REACH A BROAD AUDIENCE WITH A FOCUSED AND CONSISTENT MESSAGE, BRING ATTENTION TO THE PURPOSE AND DESIRED OUTCOMES.

THIS FEELING THAT MODIFICATION ATD IS DEVELOPING THIS PUBLIC AWARENESS EFFORT WITH OUR PUBLIC INFORMATION TEAM AND ALSO WITH AUSTIN POLICE DEPARTMENT ON THE ENFORCEMENT SIDE.

I WANT TO CONCLUDE BY SAYING THAT THE LIMIT MODIFICATIONS RECOMMENDED IN THIS ENGINEERING STUDY ARE THE RESULTS OF THE COMPREHENSIVE YEARS LONG ENGINEERING STUDY OF STREETS IN AUSTIN REALLY FEEL IT IS PROGRESSIVE AND BOLD APPROACH BASED ON NATIONAL BEST PRACTICE TO MODERNIZE THE LIMITS ON HUNDREDS OF MILES OF STREET, UH, WITH PRIMARILY GOALS BEING TO REDUCE INJURIES, SERIOUS INJURIES AND FATALITIES.

THAT'S PART OF OUR VISION ZERO GOAL.

AS WE KNOW THAT SPEEDING IS A MAJOR CONTRIBUTING FACTOR.

UH, THIS WILL ALSO INCREASE CONSISTENCY AND SPEED LIMITS BASED ON CHARACTERISTICS SHARED BY STREETS, CITYWIDE.

THAT'S BETTER.

IT'S SETTING EXPECTATIONS FOR DRIVERS AND OTHER STREET USERS AND ALSO PROVIDE STREET WITH LOWER SPEEDS TO BE MORE CONDUCIVE TO NON-MOTORIZED MODES OF TRAFFIC AND HELP FACILITATE THAT.

USE OUR DATA AND RESEARCH SYNDICATE OVER STREETS REALLY ARE SAFER FOR ALL USERS.

AND THIS WAS TRUE BEFORE OUR COBIT CRISIS, BUT PARTICULARLY IN THESE TIMES THAT OUR STREET HELPED CREATE EQUITY FOR ALL USERS AND HEALTHIER COMMUNITIES.

THE NEXT LINE.

SO THANK YOU.

THIS CONCLUDES OUR PRESENTATION.

UH, WE ARE HERE AND AVAILABLE FOR QUESTIONS.

THANK YOU VERY MUCH.

UM, I'M A, UM, A VERY, UM, APPRECIATIVE AND IMPRESSED BY THIS EFFORT, SO APPRECIATE YOU BRINGING THIS TO US.

UH, THANK YOU FOR JOINING US, MAYOR ADLER.

I CAN SEE YOU'RE HERE AND I CAN SEE EVERYBODY'S HANDS.

SO WE'LL START WITH THIS COUNCIL MEMBER FLANIGAN EXAM.

UM, SOME CLARIFYING QUESTIONS.

THE, I SAW IT ON THE MAP, BUT JUST TO BE CLEAR, IT'S A LITTLE CONFUSING BECAUSE THERE'S A SECTION OF THE PRESENTATION THAT TALKS ABOUT THE CORE DOWNTOWN CORE AND THEN RESIDENTIAL STREETS.

SO WE ARE TALKING ABOUT RESIDENTIAL STREETS, CITYWIDE RIGHT.

THAT IS CORRECT.

WHEN WE TALK ABOUT RESIDENTIAL STREETS, THAT IS CITY LINE.

OKAY.

DO YOU HAVE AN ASSESSMENT OF HOW, HOW MANY OF THE, THE HIGH INJURY ROADS ARE ALSO AN ACTIVE CAPITAL PROJECT EITHER UNDER THE 2016 BONDS OR CAMPO OR TECH STOTT CAUSE SOME OF THOSE LINES ARE TEXTILE FACILITIES, ET CETERA.

DO YOU HAVE A SENSE OF HOW MUCH OF THOSE HIGH CAPACITY ROADS ARE ALREADY SLATED AND APPROVED FOR CAPITAL IMPROVEMENT? UM, I DON'T THINK I HAVE THE INFORMATION RIGHT OFF HAND, BUT UH, YOU KNOW, IN TERMS OF THE CITY'S CAPITAL, UH, MOBILITY CORRIDORS, UM, CERTAINLY LAMAR AND BURN IT ARE TWO THAT STAND OUT AIRPORT IS ANOTHER ONE OF THE ONES OFF HAND THAT COME TO MIND.

I THINK IT WOULD BE INTERESTING, AT LEAST FOR THE PUBLIC TO UNDERSTAND THAT WE'RE NOT JUST LOWERING SPEED LIMITS.

LIKE, THIS IS A GREAT THING.

LET ME JUST, I SHOULD HAVE STARTED WITH THAT.

THIS IS AWESOME.

THIS IS A REALLY GOOD THING TO MOVE FORWARD.

I THINK IT'S ALSO GOOD FOR THE PUBLIC TO SEE THIS LINED UP WITH ALL OF THE CAPITAL PROJECTS THAT ARE CURRENTLY UNDERWAY.

ALMOST EVERY LINE ON THAT CITY WIDE MAP THAT'S IN MY DISTRICT IS AN ACTIVE CAPITAL PROJECT.

SO RATHER THAN THE COMMUNITY THINK, WELL THEY'RE NOT DOING ANYTHING IN THESE OUTER AREAS ON THESE MAJOR STREETS ACTUALLY WE'RE RECONSTRUCTING THEM IN MANY CASES OR WE'VE GOT AN ACTIVE PROJECT WITH TECH STOCKS LIKE PALMER LANE OR FOUR POINTS OR CITY PROJECT LIKE ANDERSONVILLE OR SIDEWALKS.

I'M MAKING A, WHICH ARE ALL STREETS IN MY DISTRICT.

SO THAT WOULD BE HELPFUL, HELPFUL INFORMATION IF IT'S NOT TOO LABORIOUS TO PUT TOGETHER BEFORE THE 11TH UM, SO THE LAST QUESTION REALLY IS, IS MORE, I DON'T KNOW IF IT'S MORE RHETORICAL, BUT UM, THE, THE URBAN CORE BOUNDARY IS I THINK SOMEWHAT ARBITRARY.

AND DO YOU HAVE A PLAN? IS THERE A, IS THERE A SCHEDULE FOR HOW THAT ANALYSIS IS GOING TO ROLL OUT KIND OF NORTH AND SOUTH OF THAT BOUNDARY? UM, WE DON'T NECESSARILY HAVE A PLAN AT THIS TIME.

UH, WE WANTED TO FOCUS ON THE URBAN CORE AND ONLY IN THE SENSE THAT IT DOES OVERLAP GREATLY WITH THE HIGH ENTRY NETWORK.

WE THOUGHT THAT WAS A GOOD PLACE TO START AND THEY SORT OF HAVE SIMILAR CHARACTERISTICS THAT MIGHT NOT BE SHARED WITH STREETS OUTSIDE OF THE URBAN CORE.

BUT UM, CERTAINLY WE'LL WORK ON, UM, YOU KNOW, EXPANDING OUR ANALYSIS AS WE'RE ABLE TO AND YOU KNOW, UM, EVALUATING, UM, YOU KNOW, THE IMPACTS OF THIS CURRENT RECOMMENDATION WITHIN THE URBAN CORE AND KIND OF LEARNING WHAT WE CAN FROM THAT AND TAKING IT THE FARTHER OUT.

YEAH.

I WOULD LIKE, I WOULD LIKE TO SEE A MORE KIND OF FORMAL INTENTION TO, TO EXPAND THIS WORK.

AND I UNDERSTAND WHAT YOU'RE SAYING ABOUT THE ROAD CHARACTERISTICS BUT, BUT WHEN YOU LOOK AT LIKE BURNET ROAD, JUST SOUTH OF ONE OF THE THREE OR LAMAR NORTH OF ONE 33, I DON'T THINK THERE'S A SUBSTANTIALLY DIFFERENT CHARACTERISTIC, BUT THERE IS A DIFFERENT COMMUNITY THAT LIVES AROUND IT.

AND, AND

[00:30:01]

IF WE'RE GOING TO TALK, I MEAN I THINK WE NEED TO ACKNOWLEDGE THAT THERE'S, THERE MIGHT BE AN EQUITY CHALLENGE IF WE'RE INCLUDING THAT PART OF BURNETT BUT NOT INCLUDING PART OF LAMAR WHERE THERE'S A VERY DIFFERENT DEMOGRAPHIC BEING SERVED.

I WOULD LIKE TO JUST ECHO, UM, WHAT, UH, COUNCIL MEMBER FLANAGAN SAID, UM, I WOULD LIKE TO SEE A MORE FORMAL TIMELINE AND I WOULD PREFER THAT IT NOT WAIT UNTIL AFTER YOU'VE MADE CHANGES IN THE URBAN CORE AND ON AN ANALYSIS, UH, BECAUSE AS COUNCIL MEMBER PLANNING CONSENT, I THINK THAT THAT URBAN CORE IS SOMEWHAT UM, ARBITRARY.

AND WE DID SEE, WE HAVE SEEN FROM THE MAPPING THAT THERE ARE HIGH END NETWORK ROADS THAT ARE NOT IN THE URBAN CORE.

SO, UH, COUNCILMAN ALICE, I THINK I SAW YOUR HAND RAISED.

THANK YOU.

AND I DO THINK THIS IS A REALLY GREAT STEP FORWARD AND I'M REALLY EXCITED TO SEE A VERY, A VERY FOCUSED EFFORT ON HOW TO IMPROVE TRAFFIC SAFETY.

UM, I'VE THOUGHT FOR A WHILE THAT HAVING ALL THESE INCREMENTS OF FIVE MAKE THINGS NOT INTUITIVE AND NOT NECESSARILY CONSISTENT AND PREDICTABLE, WHICH I REALLY APPRECIATE USING THOSE WORDS BECAUSE THAT'S A SENTIMENT THAT I FELT FOR A LONG TIME.

AND I THINK THE MORE THAT WE CAN CREATE PREDICTABILITY, NO A HIGHWAY SPEED.

I, UM, AN ARTERIAL SPEED, AN INTERIOR NEIGHBORHOOD STREET AND REALLY KNOWING THAT IF PEOPLE UNDERSTAND THE EXPECTATION IS 25 CITYWIDE IN NEIGHBORHOODS, IT CREATES A BETTER PRACTICE AND HABIT FOR DRIVERS ON OUR STREETS TO NOT NECESSARILY HAVE TO WAIT FOR THE NEXT SIGN TO UNDERSTAND HOW FAST THEY SHOULD BE GOING.

AND SO I THINK IF WE COULD KEEP THAT IN MIND TOO, IN THE ENGINEERING ANALYSIS, I THINK IT WILL HELP CREATE THOSE MORE PREDICTABLE EXPECTATIONS FOR OUR DRIVERS IN AUSTIN.

SO I JUST WANTED TO PUT THAT OUT THERE BECAUSE I UNDERSTAND THE MATH THAT GOES INTO ENGINEERING.

UM, BUT I THINK ALSO WE CAN BE VERY PREDICTABLE WITH WHAT THE EXPECTATIONS ARE.

I THINK THAT CAN BE VERY HELPFUL IN ACCOMPLISHING THESE GOALS.

THANK YOU.

THANK YOU.

OTHER QUESTIONS THAT FOLKS HAVE A COUNCIL MEMBER ALTER? I JUST WANT TO CLARIFY CAUSE I'M A LITTLE BIT CONFUSED ON HOW THIS IS APPLYING ACROSS THE CITY AND MMM, STILL SAYS RESIDENTIAL STREETS IN DOWNTOWN CORE AS WE GO LOWER.

BUT I THOUGHT YOU SAID IT WAS ALL RESIDENTIAL STREETS FOR CHANGING.

AND SO I'D LIKE A LITTLE BIT MORE CLARITY ON, ON THAT.

I UNDERSTAND THAT IT MAKES SENSE TO HAVE A PARTICULAR STUDY FOR THE URBAN CORE FOR DOWNTOWN AND MAKE CHANGES THERE.

BUT THEN IT SEEMED LIKE WE WERE ALSO DOING MORE, AND I'M JUST CONFUSED AS TO HOW THIS IS APPLYING.

SO THE, UM, SO THE RESIDENTIAL STREETS ARE, UM, UH, RECOMMENDATIONS 25 DO APPLY CITYWIDE.

UM, BASED ON OUR DATA THAT WE HAVE.

UM, WE WERE ABLE TO COLLECT DATA CITYWIDE ON ALL TYPES OF RESIDENTIAL STREETS, YOU KNOW, WITH VARIOUS STREET WITH, AND IT WAS PRETTY CONSISTENT AND CONFIRMING THAT, UM, CITYWIDE BASED ON THE OPERATING AND DESIGN CHARACTERISTICS OF RESIDENTIAL STREET, UM, THAT WE SAW SIMILAR SPEEDS, SIMILAR BEHAVIORS.

AND SO WE FELT COMFORTABLE MAKING RECOMMENDATIONS CITYWIDE AS THEY APPLIED TO, UM, RESIDENTIAL STREET HAD THE URBAN CORE, UH, THESE ARE MORE MAJOR STREETS, UM, UH, WHAT WE CALL LEVEL THREE STREETS AND THE AUSTIN STRATEGIC MOBILITY PLAN.

UM, AGAIN, THEY, THEY OVERLAPPED WITH THE, UH, HIGH ENGINE NETWORK FOR THE MOST PART, AND THEY ALSO HAVE SIMILAR CHARACTERISTICS AND THAT, UM, YOU KNOW, THEY'RE THE MORE IN THE DENSER PART OF TOWN AND HAVE SIMILAR OPERATING CHARACTERISTICS.

SO AS THE, AS I RECOMMENDATIONS APPLY TO THE URBAN CORE, THESE ARE FOR THE MAJOR STREETS, NON-RESIDENTIAL STREET, UM, BOUNDED BY ONE 83 MOPAC.

AND THEN WHY, AND I GUESS YOU CAN THINK OF THE SORT OF THE DOWNTOWN CORE, THE SUBSET OF, UM, OF THE URBAN CORE AND THAT THIS IS, UM, A SET OF STREETS THAT HAS, UM, SIMILAR OPERATIONS AND DESIGNS.

IT'S MORE BUILT ON A GRID.

UM, YOU KNOW, SIMILAR BLOCK LENGTHS.

SO WE WERE ABLE TO DETERMINE THAT, UM, BASED ON THOSE STREETS AND THIS SORT OF SUBSET OF OVERALL STREETS WITHIN THE URBAN CORE THAT WE WERE COMFORTABLE SETTING THESE AT 25 MILES AN HOUR.

OKAY.

THEN IF YOU LOOK AT RECOMMENDATION TWO ON SLIDE 19, UM, WHAT WERE THE CRITERIA THAT, SO THEY DIDN'T MEET THE RECOMMENDATION, ONE CRITERIA OF BEING 36 FEET OR LESS OR BEING BETWEEN 36 FEET AND 40 THEY WERE WIDER THAN

[00:35:01]

40 FEET.

IS THAT HOW THEY WERE ON THERE BUT YET YOU FELT LIKE THEY SHOULD HAVE A REDUCTION IN SPEED AND THEY WERE IN THE URBAN CORE THAT'S CORRECT.

SO YEAH, SO THESE ARE PARTICULAR RESIDENTIAL STREETS THAT UM, MIGHT NOT NECESSARILY FALL WITHIN THE URBAN CORE.

UM, BUT THEY ARE GENERALLY THOSE THAT ARE 36 FEET WIDE OR OR LIGHTER, UM, AND HAVE EXISTING SPEED LIMITS OF, UM, SOMETIMES GREATER THAN 35 MILES AN HOUR EVEN.

UM, AND SO THEY, THEY FALL UNDER RESIDENTIAL STREETS.

UM, BUT THEY DO NOT MEET THE CRITERIA OF BEING ON LESS THAN 30, SIX FEET WIDE AND ALWAYS HAVING A FRONT FACING RESIDENTIAL STREET.

SO, UM, I, YEAH, SO JUST TO CLARIFY A SLIDE 19, UM, THIS IS A SORT OF A SECOND ROW RECOMMENDATION UNDER THE RESIDENTIAL STREETS UMBRELLA.

UM, DURING OUR PROCESS WE RECOGNIZE THAT THESE STREETS REALLY STOOD OUT AS SORT OF IF YOU WANT TO USE THE WORD ANOMALIES, BUT REALLY INCONSISTENT THE LIMITS THAT, UM, AS THEIR PEERS AROUND THE CITY.

OKAY.

UM, SO I DON'T NEED TO TAKE THE TIME HERE, BUT, UM, AS YOU'RE AWARE, WE'VE HAD, UM, SOME SERIOUS SPEECH CHALLENGES ON MESA AND ADJUSTER AND I WOULD LOVE TO UNDERSTAND HOW THIS IS APPLIED OR NOT APPLIED OR WHAT THE SITUATION IS FOR THOSE STREETS.

UM, SO MAYBE WE CAN HAVE THAT CONVERSATION WITH MY OFFICE AFTERWARDS.

UM, I THINK THIS IS REALLY IMPORTANT THAT, THAT WE DO THIS WITH THINKING ABOUT THE SPEED AND, UM, I APPRECIATE, UM, THIS IS ONE OF THE MANY STEPS THAT WE'RE TAKING TO REDUCE, UM, SPEED.

IT DOES SEEM LIKE THIS WOULD BE MORE EFFECTIVE WITH SOME TRAFFIC ENFORCEMENT OR SPEED ENFORCEMENT.

UM, WHAT ARE THE PLANS FOR, YOU KNOW, WHEN WE EDUCATE PEOPLE, UM, FOR THAT ENFORCEMENT PIECE, UM, BECAUSE THERE, THERE ARE ABSENT THAT ENFORCEMENT, IT DOESN'T REALLY MATTER WHAT SPEED IS POSTED FOR A LOT OF FOLKS RIGHT NOW, BETTER OR WORSE.

YES, WE ARE WORKING WITH THE POLICE DEPARTMENT.

MAYBE LOUIS CAN GIVE A LITTLE BIT MORE INFORMATION.

WE MIGHT HAVE UM, COMMANDER ISI ON THE LINE TOO.

I'M NOT SURE IF HE IS ABLE TO JOIN US.

MAYBE ADD A LITTLE BIT MORE INFORMATION REGARDING THE ENFORCEMENT PART OF THE THING.

GOOD MORNING.

IT'S A COMMANDER UH, WE ARE GOING TO WORK WITH ATD AND AS WE START ROLLING OUT THE NEW SPEED LIMIT SIGNS, UH, THE ENFORCEMENT IS GOING TO BE BASICALLY FOCUSED ON DIRECTED PATROLS WITH EDUCATION AND AWARENESS OF THE CHANGE.

AND THEN AS, UH, AFTER ABOUT A MONTH OR TWO, THEN START WORKING INTO, UH, THE ACTUAL FORCE MOVES WITH WRITING CITATIONS.

UH, AND WE'RE GOING TO WORK CLOSELY WITH THEM USING THE MOTOR STERN A DAY.

THEN ALSO WORKING WITH THE PATROL TO MAKE SURE THAT EVERYBODY'S AWARE OF THE NEW CHANGES SO WE CAN HAVE A CONCERTED EFFORT, A CITYWIDE.

OKAY.

I MEAN, I THINK THAT'S A GREAT ASPIRATION.

I'M JUST CONCERNED ABOUT WHERE THE MANPOWER COMES TO DO THAT WHEN OVER AND OVER AGAIN, WE'RE NOT GETTING DIRECTED PATROLS WHEN THEY'RE REQUESTED AND YOU KNOW, THE, THERE'S NO FEED ENFORCEMENT AT ALL THAT HAPPENS.

UM, SO HOW ARE WE REALLOCATING RESOURCES TO THAT OR WHAT IS HAPPENING IN THAT REGARD? NOW WITH THE, THE COBIT SITUATION, YOU KNOW, WE HAD TO RELOOK AT, YOU KNOW, TRYING TO MINIMIZE EXPOSURE TO OUR OFFICERS, BUT WE ARE RIGHT NOW WORKING, UH, SPEED ENFORCEMENT ON A LOT OF THE, UH, HIGH SPEED ROADWAYS RIGHT NOW.

UH, I DO HAVE OUR MOTORS THAT HAVE WORKED ALL THROUGH THE DAY.

THEY'RE HERE MONDAY THROUGH SATURDAY, AND THEN WE'RE ALSO USING PATROL TO SET ASIDE TIME FOR AT LEAST TWO OFFICERS PER SHIFT FOR TWO HOURS TO WORK DIRECT AND PATROLS IN THE HIGH CRASH AREAS.

AND THEN ALSO UP ON THE HIGH SPEED ROADWAYS.

AND WE'RE STILL HAVE OUR STEP PROGRAMS WORKING TO FOR SPEED ENFORCEMENT.

OKAY.

AYE.

I, I, I WOULD LIKE TO SEE, MAKE SURE THAT WE DO ACTUALLY HAVE RESOURCES IN THERE BECAUSE IT DOESN'T SEEM LIKE THERE'S MUCH CHANGE ON, UM, IT MAY NOT BE THAT WE WANT TO DO TICKETS RIGHT AWAY AND MORE EDUCATION OF COURSE, BUT, UM, IF THERE ARE NO COPS AROUND, IT'S NOT GOING TO, I DON'T THINK IT'S GOING TO BE IN CERTAIN, I DON'T THINK IT WILL BE, UM, ADOPTED AS QUICKLY AS IT MIGHT OTHERWISE.

AND SO THAT'S A CONCERN OF MINE.

UM, WHEN DOES THIS GO INTO EFFECT? WHEN IS THIS, IF IT PASSES ON JUNE 11TH, WHEN WOULD IT GO INTO EFFECT? I THINK FOR ERIC

[00:40:02]

SO ESSENTIALLY, UM, YEAH, YES.

ONE COUNCIL CHANGES THE ORDINANCE.

UM, IT'S MORE OR LESS THAN EFFECT FULLY UP UNTIL WE WERE ABLE TO, UM, POST THE SIGNS WITH THE NEW SPEED LIMIT.

UH, THAT'S PER STATE LAW.

THAT'S SORT OF THE FINAL LEG OF, UM, HAVING ENFORCEABLE.

SO AS PART OF OUR ROLLOUT, IF YOU WILL, UM, WE'LL BE INSTALLING SIGNS IN TARGETED AREAS AND EVENTUALLY CITYWIDE.

BUT IT WILL BE A PHASED APPROACH JUST BASED ON OUR BUILD VIDEOS OF STAFF AND BUDGET.

OKAY.

THANK YOU.

HAVE QUESTIONS.

MAY I APPROACH THE QUESTIONS? I'M NOT, SO I GUESS A QUESTION IN A, UM, IN FACT, SORRY IF I MISSED THIS, BUT UM, I THINK I NEED YOUR NIGHT COVER, KEN SOMEWHERE ELSE.

AND I WERE ABLE TO TAKE A TRIP OF CYCLING ONCE AND THEY WERE ABLE TO LIKE DELINEATE SPEED BY THE ROAD.

SO LIKE PEOPLE KNEW THAT IF THEY WERE GOING OVER LIKE I'M NOT COBBLESTONE BUT LIKE BRICK THAT IT WAS A CERTAIN SPEED LIMIT.

LIKE IT WAS AN EDUCATIONAL EFFORT OBVIOUSLY, BUT THEY NEEDED THAT DIFFERENT DIFFERENT ROAD.

AND I, AND I WOULD ASSUME THAT THAT WOULD BE EXPENSIVE.

OBVIOUSLY THAT WOULD COST A LOT OF MONEY.

BUT I WONDER IF, IF WE'VE THOUGHT ABOUT COLOR CODING AS A WAY, AND I'VE, I'VE READ A COUPLE AS WE WERE TALKING, I JUST KIND OF GOOGLED TRYING TO REMEMBER EXACTLY WHAT THE DIFFERENT COLOR CODES AND I ACTUALLY WAS REMINDED BY THE MAPS YOU PRESENTED UM, AND THEN I JUST WAS ABLE TO READ SOME STUDIES ABOUT HOW IF WHEN PEOPLE ARE GIVEN SUBCONSCIOUS KIND OF REMINDERS THAT THAT MAY NOT JUST BE IN THE, THE NUMBER.

SO, SO KNOWING THAT YOU'RE IN A BLUE ZONE NOW AND MAYBE THAT'S THE SIGN THAT SAYS 25 ALSO HAS BLUE AND WE'RE ABLE TO LIKE, YOU KNOW, BLUE PARTS OF THE STREET AND A LITTLE PART OF THE CURB.

AND SO IT'S A KIND OF A, JUST A REMINDER.

YEAH.

NOT ONLY TO THE, TO THE VEHICLES, BUT TO THE PEOPLE ON THE SIDEWALKS.

LIKE I NEED TO BE A LITTLE BIT MORE CAREFUL CAUSE I'M IN THE RED ZONE AND CARS GO FASTER HERE AND YOU KNOW, I'M, I'M IN A BLUE ZONE.

HAS THERE BEEN ANY DISCUSSION ABOUT ADDING MAYBE A COLOR CODED SYSTEM TO, TO THIS, THE SPEED, UM, PROGRAM UM, WE HAVE LOOKED AT, UM, YOU KNOW, WHAT'S SORT OF ALLOWABLE, YOU KNOW, AS A CONSISTENT SIGN.

YOU KNOW, IF YOU, IF YOU SEE A SIGN CITYWIDE AND YOU KNOW, THEY SHOULD BE CONSISTENT AND MANNER, BUT WE DO HAVE SOME FLEXIBILITY TO ADD, FOR EXAMPLE, LIKE A COLORED BORDER AROUND THE SPEED LIMIT SIGN.

UM, YOU KNOW, RED IS PROBABLY THE MOST, UH, UH, ALMOND ONE.

YOU MIGHT BE NOT TOO MUCH AROUND AUSTIN, BUT THERE ARE OTHER RED BORDERS SIGN OUT OF BARTON IN THE COUNTRY.

SO THAT'S ONE THING WE DID CONSIDER.

UM, I DON'T KNOW IF WE NECESSARILY CONSIDER THE NECESSARILY A COLOR CORRESPONDING TO A CERTAIN SPEED LIMITS, BUT THAT'S CERTAINLY SOMETHING WE CAN CONSIDER AS WE, UM, DEVELOP OUR DESIGN OF SCIENCE.

OKAY.

I GUESS I WOULD JUST, I WAS JUST ABLE TO GOOGLE A COUPLE OF STUDIES AND MOST OF THEM ARE FROM EUROPE AND IT, AND IT TALKS ABOUT COLOR CODING AND HOW THEY WERE ABLE TO TELL THAT ADDITIONAL REMINDERS FOR PEOPLE.

THAT'S NOT JUST THE NUMBER OF ADDITIONAL SUBCONSCIOUS REMINDERS FOR PEOPLE.

UM, WHAT'S HELPFUL AND, AND IN REDUCING SPEEDS.

SURE.

YEAH, CERTAINLY.

YEAH.

THE PEOPLE DON'T, AREN'T ALWAYS CONSCIOUS OF WHAT THE STREET IS SELLING THEM EITHER THROUGH SIGNS OR DESIGN, BUT THAT'S SOMETHING WE WILL LOOK BACK AND UM, ALSO CONSIDER WHAT WE'RE SORT OF ALLOWED TO, UH, UNDER UNDER STATE LAWS AND SEE WHAT WE CAN DO TO UM, LOOK AT COLORS AND OTHER MEAN ON OUR SIDE.

OKAY.

COUNCIL MEMBER ELLIS.

YEAH.

I REMEMBER YOU SAYING ABOUT THE STREETS THAT ARE WIDER THAN 36 FEET THAT ARE NOT PART OF THIS, UM, YOU KNOW, MORE INTERIOR SECTION OF THE CITY NEEDING AN EVALUATION TO LOOK AT THOSE MORE THOROUGHLY.

IS THAT SOMETHING THAT IS ALREADY IN THE PLANNING PHASE AND I APOLOGIZE IF YOU ANSWERED THIS IN SOMEONE ELSE'S QUESTION OR IS IT GOING TO BE A STREET BY STREET BASIS TO REALLY LOOK AT, YOU KNOW, I HAVE A LOT OF STREETS IN MY DISTRICT THAT ARE WIDER THAN 36 FEET AND I JUST WANT TO MAKE SURE THEY'RE GETTING THAT.

I UNDERSTAND THE SCHEDULE AND PROCESS.

IF PEOPLE ARE WANTING TO KNOW WHEN THOSE ARE GOING TO BE EVALUATED AND HOW THAT, HOW THAT'S GOING TO WORK.

SURE, YEAH.

IN GENERAL, BOTH GREATER THAN 30, SIX FEET WIDE.

I PUT A RECOMMENDATION WHERE WE LANDED ON THOSE NARROWER THAN THAT LIMIT IS THAT, YOU KNOW, BASED ON OUR DATA, PEOPLE ARE ALREADY TRAVELING, UH, CLOSER TO 25 OR MAYBE JUST A LITTLE BIT OVER 30.

UM, YOU KNOW, AS, AS STREET WITH GET WIDER TO APPROXIMATELY 40 FEET, THAT'S WHEN WE DO REALLY SEE, UH, AN INCREASE IN SPEED AND JUST THAT DISCREPANCY POSSIBLY, YOU KNOW, POTENTIALLY BETWEEN A 25 MILE AN HOUR SIGN STREET AND PEOPLE GOING MUCH FASTER THAN THAT.

UM, THAT'S WHY WE, WE FELT COMFORTABLE.

THOSE 36 FEET AND LESS

[00:45:01]

IS KIND OF IMPORTANT.

A BLANKET STATEMENT SAYING THOSE SHOULD BE 25, SO THOSE GREATER THAN 36 FEET WIDE.

UM, I THINK AS WE LOOK AT DEPLOYING THE 25 MILE AN HOUR SIGN, UM, YOU KNOW, WE'RE PROBABLY DO IT.

UH, I DON'T KNOW IF IT'LL BE NEIGHBORHOOD BY NEIGHBORHOOD OR YOU KNOW, BASED ON A HIGH INJURY NETWORK, WE'LL TAKE A, A SET OF STREET.

I THINK THAT THAT DURING THAT TIME WE'LL BE ABLE TO, UM, LOOK AT THOSE STREETS WHERE THEN 36 FEET WIDE AND, AND REALLY TAKE A CLOSE LOOK AND SEE IF, UM, IN 25 MILE AN HOUR SPEED LIMIT AS APPROPRIATE AND OR APPROPRIATE WITH, YOU KNOW, SOME OTHER, UM, LEVEL OF, OF WORK, UM, YOU KNOW, WHETHER IT BE ADDITIONAL TRAFFIC CALMING OR, UM, UM, TRAFFIC DEVICES.

SOME OTHER THINGS WE CAN DO TO ACTUALLY SUPPLEMENT THAT 25 MILE AN HOUR SPEED LIMIT.

I REALLY APPRECIATE THAT AND IT MAY BE HELPFUL FOR US TO CONNECT OFFLINE, BUT THERE'S A LOT OF STREETS, ESPECIALLY NEAR THE WHITE OAK HILL THAT ARE BEING USED AS CUT-THROUGH HAPPENING ON SCENIC BROOKE AND CONVENT HILL IN THE LOMA VISTA NEIGHBORHOOD.

AND SO I WANT TO MAKE SURE THAT, UM, THAT THAT'S GETTING A FAIR LEVEL OF ATTENTION CAUSE PEOPLE ARE DRIVING AT VERY HIGH SPEEDS THROUGH NEIGHBORHOODS WITH A LOT OF DRIVEWAYS.

UM, BUT ALSO COULD YOU SHARE THE MAPS WITH US IN, UH, EITHER ARC GIS OR SOMETHING LIKE THAT SO WE CAN REALLY DRILL DOWN INTO EXACTLY WHAT STREETS.

UM, YOU KNOW, WE CAN ZOOM INTO THE DOWNTOWN AREA PRETTY WELL, BUT WHEN WE GET KIND OF MORE ON THE OUTSKIRTS OF TOWN AND OTHER PORTIONS OF DISTRICT EIGHT, KIND OF HARD TO TELL EXACTLY WHERE THE INJURIES ARE HAPPENING AND WE'D LIKE TO EVALUATE WHAT MAY BE ALREADY ON OUR RADAR FOR THE MOBILITY BOND.

I KNOW WHAT SOME OF THESE INTERSECTIONS ARE ALREADY BEING PLANNED IN THE WORKS AND SO I JUST WANT TO GET A BETTER GRASP ON THAT, BUT DEFINITELY APPRECIATE THE WORK.

UM, AND I'M HAPPY TO KIND OF DRILL DOWN MORE INTO WHAT DISTRICT DATA NEEDS MIGHT LOOK LIKE.

OKAY.

THANK YOU.

COME TO NUMBER.

YEAH.

AND WE'LL LOOK AT WHAT'S AVAILABLE TO SHARE.

OKAY.

SO THANK YOU ALL.

UM, JUST IN CLOSING, I WOULD JUST REITERATE WHAT MY COLLEAGUES HAVE BEEN SAYING.

UM, I WOULD REALLY LIKE TO UNDERSTAND, AND PERHAPS YOU CAN GIVE US SOMETHING MORE FORMAL BY JUNE 11TH, I'D LIKE TO UNDERSTAND THE TIMELINE, UH, FOR TWO THINGS AS COUNCIL MEMBER FLANAGAN TALKED ABOUT.

THAT'S UNDERSTANDING HOW YOU, HOW AND WHEN YOU'RE GOING TO EVALUATE THOSE MORE STREETS OUTSIDE THE URBAN CORE.

AND THEN THE SECOND IS COUNCIL MEMBER ELLIS SAID THE, UM, RESIDENTIAL STREETS THAT ARE MORE THAN 36 FEET.

SO, UM, I THINK FROM OUR PERSPECTIVE, YOU'RE HEARING FROM FOLKS FROM DIFFERENT PARTS OF THE CITY AND ALL OF US REPRESENT AREAS THAT ARE OUTSIDE THE, THE CENTRAL CORE AND YOU'RE HEARING ARE THE NEED THAT WE ARE AWARE OF AND SEEING OUR COMMUNITIES IN OUR DISTRICTS, UH, TO, TO COVER THE WHOLE CITY.

SO, UM, WOULD REALLY LIKE SOMETHING MORE DEFINITIVE IN TERMS OF A TIMELINE.

AND I THINK THEN I THINK THE MAPS ALSO THAT COUNCIL MEMBER LSS FOR WOULD BE VERY HELPFUL FOR US CAUSE WE CAN HELP YOU, UH, WITH, UM, LIKE I KNOW WE'VE, ALL OF YOU GUYS HAVE BEEN DOING TO, TO SHARE SPECIFICS ON STREETS.

SO THANK YOU ALL VERY MUCH.

THIS IS VERY EXCITING.

I THINK THAT, UM, I LOOK FORWARD TO SUPPORTING IT ON THE 11TH AND I'LL REALLY APPRECIATE ALL THE WORK.

SO,

[Item 3]

UM, SO WE'RE NOW GONNA MOVE ON TO OUR SECOND ITEM.

UM, AND THAT IS THE B CYCLE BIKE SHARE PROGRAM UPDATE.

AND THANKS FOR JOINING US.

BETTER ADLER.

I CAN SEE THAT YOU'VE, YOU'VE JOINED US.

THANK YOU SAMIR KITCHEN.

UM, THANK YOU.

UH, COMMITTEE MEMBERS.

CAN YOU HEAR ME OKAY? WELL CAN HEAR YOU, BUT WE'RE NOT SEEING THE PRESENTATION.

DO YOU HAVE THAT UP YET? OKAY.

PRESENTATION.

OKAY.

AND YOU'RE A LITTLE BIT MUFFLED, SO BETTER.

IT'S STILL A LITTLE LOW, BUT I CAN HEAR YOU CAN, CAN EVERYONE HEAR HIM? YEAH, YEAH, TOTALLY.

IF YOU COULD SPEAK, I'LL DEFINITELY SPEAK FROM MY DIAPHRAGM.

OKAY.

THAT IS MUCH BETTER.

WHAT YOU JUST SAID.

CANCELING OUR KITCHEN.

IF YOU CAN LET ME KNOW WHEN YOU, YOU GUYS HAVE THE SLIDES IN FRONT OF YOU.

OH, WE HAVE THEM UP NOW.

OKAY, GREAT.

I'LL GET STARTED.

UM, THANK YOU FOR YOUR TIME TODAY.

UH, I APPRECIATE EVERYONE BEING HERE TO GET AN UPDATE ON THE BEAST CYCLE SYSTEM.

UM, WHAT I'M GOING TO BRIEF YOU

[00:50:01]

ON IS HOW THE B CYCLE SYSTEM HAS BEEN IN OPERATION DURING, UH, OUR STATE HOME WORK SAFE ORDER AND SOME OF THE OTHER THINGS THAT WE'VE BEEN WORKING ON SINCE OCTOBER WITH CAPITAL METRO AS IT RELATES TO THE FUTURE OF THE BICYCLE SHARE PROGRAM IN AUSTIN.

I'M JOINED TODAY WITH MY COLLEAGUES FROM CAPITAL METRO, CHAD BALLANTINE AS WELL AS ROBERT ROSKI, UH, FROM CAP METRO AS WELL IN CASE WE HAVE ANY OPERA CAP METRO AFTER THIS PRESENTATION.

NEXT SLIDE PLEASE.

HERE'S MY, DURING OUR STAY HOME WORK SAFE ORDER HAS BEEN A, A VERY NEEDED ESSENTIAL SERVICE FOR A LOT OF ESSENTIAL EMPLOYEES.

WE'VE NOTICED THAT MANY PEOPLE WERE UTILIZING THE SYSTEM, UM, UH, OUR STAY HOME STAY STATE SAFE, WORK SAFE ORDERS IN ORDER TO, UH, HANDLE THE MAJORITY OF THEIR TRIPS.

UH, THESE ARE PEOPLE WHO WERE, UM, FRONTLINE STAFF AT HOSPITALS AND OTHER PLACES, UM, THAT WERE IN NEED OF, UH, A, UH, AN EVERGREEN TYPE OF COMMUNICATE OR MOBILITY OPTIONS IN ORDER TO GET TO WORK.

.

THAT ASSET HAS REMAINED IN OPERATION AND WE'RE TAKING EXTRA STEPS TO MAINTAIN A CLEAN AND SANITIZED SYSTEM.

CURRENTLY THERE ARE 500 STANDARD BIKES, 250 BIKES THAT ARE ON LOAN FROM A TRACK AS PART OF A PILOT PROGRAM AND 75 CURRENT, UH, STATIONS IN, UM, IN EXISTENCE IN AUSTIN.

NEXT SLIDE PLEASE.

AS PART OF THE KOGOD GOOD RESPONSE, THE INCREASED FREQUENCY OF CLEANING AND DISINFECTION OF ALL THE BEAST CYCLE BIKES, STATIONS AND WORKPLACES BEGAN GOING INTO EFFECT.

OUR PARTNERS AT BICYCLE SHARE OF AUSTIN, UM, HAVE BEEN USING PROTECTIVE MEASURES THEMSELVES, UH, TO MAINTAIN A LEVEL OF CLEANLINESS, UH, WHILE THEY SANITIZED, UH, THIS, UH, MUCH NEEDED PUBLIC ASSET.

WE'VE ALSO, UH, OFFERED DISCOUNTED ANNUAL PASSES FOR THE LENGTH OF THE LOCAL STATE AT HOMEWORK SAFE ORDER AND THEN ALSO ALLOW FOR THREE FREE THREE DAY PASSES FOR COMMUNITY MEMBERS MAKING CENTRAL TRIPS.

NEXT SLIDE PLEASE.

NOW LIKE MANY MOBILITY OPTIONS, UH, DURING THIS PANDEMIC WE'VE SEEN A REDUCTION AS WE WENT INTO OUR STAY HOME AND STAY SAFE WORKSAFE ORDERS.

AS YOU CAN SEE THERE WE'VE BEEN MANAGING AND LOOKING AT, UH, OUR PERFORMANCE OF BY NUMBERS.

SO THAT WE CAN, UH, WEEK OVER WEEK UNDERSTAND HOW THE, THE SYSTEM IS GAINING BACK A LEVEL OF, OF SUSTAINABILITY.

AND AS YOU CAN SEE THERE, WE'RE BEGINNING TO SEE AN INCREASE IN THE NUMBER OF TRIPS, THE NUMBER OF TRIPS PER BIKE AS WELL.

NEXT SLIDE PLEASE.

THESE NUMBERS ARE NOT THAT DIFFERENT FROM WHAT TREK IS SEEING NATIONALLY.

UM, TRACK'S BEEN AN EXCELLENT PARTNER FOR THE CITY OF AUSTIN IN REGARDS TO HELPING US UNDERSTAND WHAT'S HAPPENING ON A, ON A LARGER SCALE WITHIN THE NATION AS WELL AS, UM, WHAT'S HAPPENING IN OUR LOCAL MARKETPLACE.

AND YOU SEE THERE THAT THE STARTLINGLY BIG DIFFERENCE IN AND TRIPS, UM, FROM LAST YEAR THIS YEAR.

BUT WHAT'S NICE TO SEE IS THAT THOSE NUMBERS BOTH NATIONALLY AND LOCALLY ARE SYNERGISTIC WHERE WE'RE SEEING THE RECOVERY OF THAT SYSTEM AND MORE PEOPLE USING IT THAT BEFORE.

NEXT SLIDE PLEASE.

IN FACT, AS PART OF THAT, IN OUR WORK WITH, UH, TREK BICYCLES, UM, THEIR EXECUTIVE DIRECTOR, AS YOU CAN SEE IN THIS QUOTE, UM, ARE SEEING SOME AMAZING, UH, RIDERSHIP INCREASES AS COMMUNITIES FIGURE OUT HOW TO, UM, REMAIN MOBILE IN A, IN A SAFE ENVIRONMENT.

AND THEN ALSO ADD THAT LEVEL OF, UH, RECREATIONAL NEED.

GET PEOPLE OUT AND GETTING SOME FRESH AIR IN A WAY THAT ALLOWS FOR PERSONAL SEPARATION, UM, AND SOCIAL DISTANCING.

.

NEXT SLIDE PLEASE.

NOW AS FAR AS THE CONVERSION OF THE FLEET TO HE BIKES, THAT'S REALLY WHAT, UM, WHAT WE'RE HERE TO BRIEF YOU GUYS ON, UH, OUTSIDE OF HOW THE SYSTEM HAS BEEN OPERATING IN OUR, IN OUR CURRENT, UH, WE STARTED OFF WITH 10 BIKES, UM, IN 2019.

OKAY.

AND FROM THOSE 10 BIKES, WE NOTICED THAT THERE WAS A STARKLY DIFFERENT LEVEL OF USAGE OF THOSE E-BIKES THAN OF THE TUNNEL BIKES.

WE THEN WORKED WITH TRACKS TO START THE 200 E BIKE PROGRAM, WHICH IS, UH, COMING TO A CLOSE.

UM, THOSE 280 BIKES ARE, UM, CURRENTLY IN MARKET, BUT WE DO NEED TO DECIDE ON, UM,

[00:55:01]

HOW ARE WE GOING TO MOVE FORWARD WITH TRANSITIONING THE FLEET TO AN ELECTRIC LIGHT PROGRAM.

AS YOU CAN SEE THERE, WE SAW IT TWO AND A HALF TIMES RIDERSHIP COMPARED TO THE PEDAL BIKES .

UM, AND THAT IS SOMETHING THAT TREK HAS ALSO SEEING NATIONALLY WHERE, UH, EXISTING PEDAL BIKE PROGRAMS HAVE CONVERTED TO, TO AN EBAC PROGRAM.

AND THEN LASTLY, AS YOU CAN SEE THERE IN THE PICTURE, UM, TREK HAS ALSO COME OUT WITH A NEW TYPE OF DOC WHICH ALLOWS US TO PLACE, UH, DOCS IN A MORE DYNAMIC MANNER.

AND SO THEY NECESSARILY DON'T HAVE TO FIT ONE OF THE TWO SIZE CONFIGURATIONS THAT WE SEE TODAY IN AUSTIN'S LANDSCAPE.

AND THAT ALSO ALLOWS THAT, THAT SIZE TO BE MORE APPROPRIATELY PLACED FROM THE CURRENT BUILT ENVIRONMENT, WHICH AS WE KNOW, UM, IS GETTING TIGHT SO IT WILL FIT, UH, IN A LOT MORE PLACES.

UM, AND WE SEE THIS AS A DIRECT COROLLARY TO HOW, UM, EBIKES AND OFFER TRANSIT INCENTIVES AND, UM, FIRST MILE, LAST MILE DEEPEN INTO A COMMUNITY BECAUSE THESE PARTICULAR STATIONS DON'T REQUIRE NECESSARILY THE SAME AMOUNT OF LAND SPACE, UM, IN ORDER TO, UM, DOCK A BIKE.

NEXT SLIDE PLEASE.

AS I MENTIONED EARLIER, WE'VE BEEN PARTNERING WITH CAP METRO, UH, SINCE, UH, SINCE OCTOBER, SPECIFICALLY ON A PARTNERSHIP AROUND THE, UH, THE CYCLE SYSTEM.

AS PART OF THAT.

UM, YOU SAW AND THANK YOU, UH, COUNCIL MEMBERS FOR APPROVING, UM, PREVIOUS, UH, MAINTENANCE ORDER ON THE CELL PHONE BILLS AND OTHER THINGS RELATED TO THE KIOSK STATIONS.

UH, IN IN RETURN CAPITAL METRO IS UM, INVESTING IN THEIR, THEIR APP PROGRAM AND THEIR FARE SYSTEM TO INCLUDE, UH, THESE CYCLE TRIPS AS A PART OF THAT, UM, ABILITY TO STITCH TOGETHER A COMPLETE TRIP FOR THE FIRST TIME IN AUSTIN BETWEEN B CYCLE AND UM, OTHER CAPITAL METRO ASSETS AS PART OF THAT CAPITAL METRO WOULD LIKE TO REBRAND THE, UH, SYSTEM AS METRO BIKES.

NEXT SLIDE PLEASE.

THIS IS OUR LAST SLIDE AND I'LL BEGIN OPENING UP YOUR QUESTIONS.

UM, OUR NEXT STEPS AS YOU'RE AWARE ARE TO MOVE FORWARD WITH A, UH, AN ILA THAT IS UP FOR CONSIDERATION, UH, ON JUNE 4TH TO RUN A MUTUALLY BENEFICIAL PARTNERSHIP BETWEEN THE CITY OF AUSTIN AND CAPITAL METRO TO CO-MANAGE AND EXPAND THE EXISTING BASE CYCLE FLEET AND SYSTEM.

AND TO DO THAT IN PARTNERSHIP WITH BICYCLE SHARE OF AUSTIN, WHICH REMAINS OUR NON PROFIT, UH, ON THE GROUND OPERATOR TO OPERATE THE SYSTEM THAT METRO WOULD LIKE TO LEVERAGE THE CYCLE SYSTEM IN ORDER TO STITCH IT CLOSER TO ENABLING TRANSIT.

SO WE ARE LOOKING AT THE POSSIBILITY OF MOVING STATIONS IN ORDER TO BETTER ACCOMMODATE, UM, FIELD TRIP USAGE.

AND THEN LAST WEEK, NFL WAS APPLIED FOR THE ANC GRANT, WHICH THE CITY OF AUSTIN ATB IS A, UH, SUPPORTING PARTNER OF THAT GRANT WHERE, UH, IF IT'S SELECTED BY THE FEDERAL TRANSIT ADMINISTRATION, IT WOULD BE MONEY THAT WOULD ASSIST WITH THE, UH, THE FULL CONVERSION OF THE FLEET.

BUT THAT'S NOT NECESSARILY WHAT THE PARTNERSHIP WOULD LIKE THE WEIGHT ON.

UM, WHAT YOU'LL SEE ON JUNE 4TH WILL BE THE CONSIDERATION OF, UM, BEING ABLE TO AT LEAST CONVERT THE EXISTING 200 BIKES IN TOWN, UH, TO ELECTRIC.

UM, AND