Thank you and good afternoon everyone. Thank you for joining us tonight to learn more about the city of Minneapolis vision zero action plan uh 2026 2030 update. Uh my name is Antonio Rosel. I am the city of Minneapolis vision zero program coordinator and I am very happy to be joining you tonight to talk about the plan. I have uh with me uh two members of our team uh Roman Kefir and Victoria Howerin and they'll be assisting uh during the meeting to help uh take your questions and comments. And uh uh maybe I'm going to bring them on for just a quick second so that they can say hello. uh as Roman Victoria, thank you very much for being here tonight and helping run this uh wonderful meeting we're going to have to talk about this important project. So, I'm going to start the presentation now and um we'll get started second and so um welcome. you have met now uh the three people that are running the meeting here from the city of Minneapolis. I want to make sure that you know that we will we are very interested in getting your questions and comments on the plan and of course questions that may come up for you as we are u going through the presentation tonight. There is a button available in your screen uh it says Q&A. uh if you type your question if you hit that button and uh type your question in the dialogue that comes up uh we'll get all the questions in a queue and after the presentation tonight we will go through and answer as many of the questions as we can. If we can't get to your question tonight uh there will be uh the questions uh answers to the questions will be written in a follow-up uh document that will be available at the project uh website. Um now something else too that I want to make sure to say uh right as we starting um uh this presentation tonight is kind of an overview and an introduction to the draft vision zero action plan and we want to get your comments uh on the plan itself when you get a chance to read it. And so what we would like uh to invite you to do is to uh download the plan and uh review uh the plan uh carefully with as much interest as as you feel is uh necessary and uh provide your comments in the links that are provided at the same place where the plan is available and that is uh you can just simply Google Minneapolis vision zero and it'll bring you right uh to the page. Um uh and if you are joining us from one of the emails that were sent uh the link uh to all of those pages are uh is included in that. Um so here's a brief overview of our agenda for tonight. Uh we're going to uh provide an introduction to the vision zero action plan. We'll discuss what's in the plan. U I'll I'll review some of the safety information uh some of the data that is part of the of the plan's foundation. uh we'll talk a little bit about how actions in the plan are organized and then uh how to uh comment on the plan and send us your your questions. Um so uh with that uh let's u uh start diving in. Um so uh to put vision zero in context and to kind of explain a little bit of why it is that this is something that we are working on. Did you know um that between 2016 and 2025, so over the last 10 years, did you know that in the city of Minneapolis, almost 160 people have been killed in traffic crashes in our city? Um, did you also know that if you combine that number of people who who have perished with the number of people who have suffered lifealtering injuries, serious injuries, uh, we're almost we're way over,500 people over the last 10 years. And uh those are um uh each one of those uh fatalities, each one of those injuries have uh lifelong impacts not only for the person who is affected and who may actually uh that be may be the end of their life but for people who survive them uh their families, their loved ones and for the people who are injured who have to deal with a a permanent uh or disabling condition after. Um this is a serious issue. Of course throughout the country and throughout the world in the United States every year uh generally the average is about 40,000 uh people per year are killed in in traffic crashes. Uh last year was one uh you know that trend has uh thankfully been getting better and uh still a gigantic number of fatalities. 36,000 people were killed in traffic crashes in the United States last year. Um, and generally u to an estimate for the number of people who are seriously injured is 10 to 20 times as many people as are killed are seriously injured and suffer uh debilitating uh or or permanent injuries. And so about 400,000 people in the United States are killed or seriously injured every year because of traffic crashes. Worldwide, the numbers are of course even larger. Uh 1.2 million people per year worldwide are killed in in in traffic crashes and 15 to 22 million people are seriously injured or killed. And so um you know again and there's um not usually uh perfect data about this but the numbers are generally consistent. And so when we start thinking about those impacts and how they affect uh our fellow residents of Minneapolis and our community and the people that we know and love and who uh live with us in this same city. Um we see that it's a a pretty gigantic uh impact. Um, and you know, this is uh just a a small image here summarizing just the names of people who have been killed in Minneapolis uh streets over the last uh three years from 2022 to 2025. people from every single community, every walk of life. Uh and they are uh leaving behind their own promise in their life. Their children, their mothers, their fathers, sisters, brothers, uh uh every single name. Aaron, Penelopey, Althia, Anar, Ariel, Jeffrey, Casey, every single one of them is a story. Uh vision zero is a response to uh this tragedy that occurs in our streets and in the streets of uh all major cities. It's an international movement actually that uh says basically uh any fatality, any serious injury in our streets is not acceptable and we must prioritize actions to make sure that these tragedies don't continue to happen. Um, the vision zero action plan is a tool that the city of Minneapolis uh has put together to address this problem in our city and to make our streets safe for everyone. Uh, the history of the vision zero plans uh is interesting as well for our city. Uh and here on your screen you can see the cover of the uh latest draft, the draft that we are sharing with you tonight, the 2026 2030 plan. Uh this is actually the third edition of the plan. Uh the Minneapolis's work envision serial started in almost 10 years ago in 2017 when the city council passed a resolution saying you know we we need to address this situation in our streets. Um we we will not accept any fatalities uh from traffic crashes, any serious injuries uh from traffic crashes in our streets. we're going to work towards eliminating them to bringing them to zero and that's where vision zero is. We envision zero fatalities and serious injuries. Um uh there have been uh as I mentioned this is the third edition of the plan. The first plan was completed uh in 2019. Uh and it covered the term from 2020 to 2022. It outlined actions to address the streets where uh a larger number of injuries were uh occurring. U and then after that 2020 to 2022 term, there was a second plan that covered the 2023 to 2025 year term with a a a set of actions again to address uh where these crashes were occurring. Um the 2026 2030 update as you notice uh as you may have noticed includes a longer time frame. So it's no longer a two-year time frame, it's a four-year time frame. Part of the reason for that is that we want to align the actions that are in this plan and the following plan which will be developed in 2030 with the new upcoming transportation action plan that the city will be uh uh uh developing in 2029 and 2030. so that the two plans are as closely aligned as possible because we want to make sure that when we're thinking about transportation in terms of movement or getting to destinations, we're also thinking about how we make those movements and those facilities that facilitate that movement safer for every single person in our city. Um uh every time uh the another reason why this update now includes this term is that we are including uh we are updating it with uh information that we have gathered from crashes that have occurred in the previous uh five years as well so that we have uh new data informing our recommendations. The plan in itself has two principal components. Uh one of the components and kind of the foundation for the plan is uh data that we have gathered on crashes occurring in our city. The types of crashes, where are they occurring, what is causing them? Um and then the second part of the plan of the action plan and it's an action plan. So the actual the actions that we are committing to as a city to work to implement to address those crashes that are occurring. So the first component is uh information uh based on evidence that we have gathered and then the actions are how we're going to address those issues that are occurring in our city. Um uh this plan is an update again of the previous plan which was an update and the original plan which was an update. Uh but this update includes new information on crashes uh and locations of those streets where crashes are occurring more frequently and so that helps us to target efforts to those particular locations. And then uh the other component of this uh is of course the actions. the actions are uh updated and they're updated because uh first of all there are different uh uh locations that have different context where we have to tailor approaches to them. Uh but we also include results from research that is conducted by the city of Minneapolis itself on the treatments that we deploy and from national research on what are the effective tools that we can that we can use to address these types of crashes. Uh we also have updated measurements for how we're going to be tracking uh uh success or failure in our interventions. Um so let's talk a little bit about the first component which is uh the the crash data and statistics. And if you're interested in learning more about uh some of this crash data, you can find it first of all in our vision zero plan. Uh so in this document that that we're discussing, there's uh quite a bit more than what I'm going to share with you right now. Um but also the foundation document for that is another document that you can access uh if you would like to. And this is a a crash study, the vision zero crash study that gathers information of all on all of the crashes that have occurred in Minneapolis between uh 2020 and 2025. And so uh there's all kinds of statistics and data um and and uh it it that information we summarize and we have placed in the action plan uh for context as well for the actions that follow. Um so here I'm going to share with you just a few key findings uh from the crash study. Um um and here's a few things. uh the crashes the number of crashes in 2025 uh have actually decreased a little bit over the previous years. Uh they were at a relatively low level for a while. Uh then they grew in the 2020 and then they have begun to decline. Um and uh for several reasons we won't get into it uh right now but in the reports you will be able to see uh some of the reasons and uh and how we're helping to make sure that those trends continue in a in a direction of decrease. Uh speeding uh is uh one of the most common factors that are involved in fatal crashes in our city. uh the uh high rates of speed are tremendously dangerous for for people when they are hit if they are walking, if they are bicycling or if they're inside another motor vehicle, uh the impact energy uh increases exponentially with speed. Um, another key finding uh from the crash study and that you will see also in in our action plan is that there is a significant u disproportionate impacts on different populations in our city. Uh, Native American and black residents of Minneapolis are impacted more often. They're more frequently uh victims of of of crashes in in our city. uh pedestrian crashes, bicycle crashes, um uh automobile crashes. Um one of the another important contributing factor uh uh in uh serious injury crashes in addition to speeding is uh drivers uh failing to yield when they are turning. Uh here's uh a chart comparing crashes in our city over the last 10 years. This is part of what we gather in for the statistics that we want to address. And uh uh you can see the years are at the bottom of the chart 2016, 2017 uh etc. are going up uh to 2025 as you can see here. Um I want to pay uh direct your attention to some of the colors here on each of the the charts. Um in the bottom of the bars you see a number in in a blue uh kind of area. Blue is the number of uh bicyclist uh bicycle riders who were killed that year. Uh in the green is the number of pedestrians who were killed in traffic crashes that year. In the gray color uh is the number of motorcycle riders uh or motorcycle passengers who were killed uh that year. And in the blue uh the lighter blue near the top of the bar u is the the number of uh motor vehicle drivers or occupants who were killed in traffic crashes uh that year. And the number at the top is this the sum uh of all of those. And so you can see that um uh you know from 2019 well starting at 2018 there was an increase that really accelerated to 2021 in the number of fatal crashes uh in our city and has has been uh thankfully decreasing and part of our challenge and part of our work is to make sure that uh these numbers continue to decrease uh because we are working to get towards zero uh in our in our streets. Um here's um uh another chart that uh I think you will find uh interesting as well and kind of tells the same story. Uh this this chart includes uh the fatal crashes that you saw in the previous chart and also serious injuries and again serious injuries are those um uh that you know may uh include a permanent uh debilitating uh injury for a person, loss of a limb um etc. very very serious injuries and with very uh significant impacts in the in their life for the remainder of their lives. Um uh again for the base uh year 2016 2017 uh going on to 2025 um you can see an increase in serious injury and fatal crashes uh again starting around 2019 uh and then uh beginning to decrease and again uh uh thankfully uh uh you know and it's our our purpose of our work to make sure that this this trend continues to decrease towards zero. Um here uh I want to share with you a map that uh kind of summarizes where these crashes are taking place in Minneapolis. And uh you will see there's a number of layers on the map. But I want to maybe uh the the blue lines on the map and the blue lines are under other color maps other color lines as well. But the underneath uh blue lines uh which in in some places show a little bit like green because of the combination of colors. Uh but those thick lines are what we call high injury streets. And these are the streets where a majority of the serious of or fatal crashes in Minneapolis occurred between the years 2020 and 2024. So in that period about 64% of all crashes occurred in these streets which are only 10% of our streets. So a lot of crashes occur in these streets. A disproportionate share of crashes occur in these streets. And part of it is that there may be um uh higher traffic volumes or higher speeds or particular issues with these specific streets. And uh part of the reason why we like to look at uh or and develop this information is that it helps helps us to focus limited resources on specific places where we know that we can address a greater number of unsafe situations. Uh so we want to make sure that we direct resources here uh in order to decrease uh crashes and decrease fatalities and serious injuries. Um another important set of maps that is part of kind of the story that that we want to share with you in the vision zero action plan is the story of disproportionate impacts. And these are where particular populations and you you heard me say something about that when we when just a few slides ago. Um uh what you see on the screen here on the map of Minneapolis are these light blue areas and these are what we call uh transportation equity priority areas or uh and these are places where we have populations that for example don't have access to a to a car and depend on uh being able to walk safely to transit uh in order to get somewhere or to walk to their destination. uh or to bike to their destination. Um and uh one of the things that's uh kind of uh interesting but also disturbing and and and and and sad about the the what what this story that is telling us is that these blue areas, you know, which are these transportation equity priority areas are really encompass only about 20% of all of the streets in Minneapolis. Um and and in these areas are where about 30% a little bit under 30% of our population lives, but it's where 55% of all of the fatal crashes in the city take place. And so there is um kind of a a very serious uh inequity and disproportion um in this. And so this also helps us. This is this is why they are called uh equity priority areas, transportation equity priority areas because there are um u uh negative impacts which are acrewing to people who live in these areas. Um uh and part of our obligation is to figure out how we can uh resolve and address uh these issues so that people who live in these areas can have access to safe transportation, safe ways to get to the places they need to in their daily lives. Um here's another uh aspect of of some of the disproportionate impacts that we mentioned earlier. This is a summation of uh traffic deaths uh u organized by ethnicity or by the race of the uh the victim of the of of the traffic crash. Um and you can see it it may be a little confusing to read at first. So I'm going to just kind of quickly run through it. Um in the blue bar you see the percentage uh of population that that particular ethnic group is in Minneapolis. So for example uh here you see the blue bar uh with a white population. White people are about 58% of the population of Minneapolis. Black people are about 19% of the population in Minneapolis and so on. Uh the second group of bars has to is the percent of the fatal vehicle crashes that that population experiences. Uh the white population experiences about 33% of the uh fatal vehicle crashes that occur in Minneapolis. The black population of Minneapolis experiences about a little more than 40% of all of the uh the the fatal vehicle crashes. Um and then in the gray uh the gray bar is the percent of the fatal pedestrian and bicycle crashes uh that this populations uh experience. And so uh we go for example to the Native American population group. And reading those bars we see u Native American people are about 2% of the population of the city. uh but they are 7% of the uh uh victims of fatal uh vehicle crashes uh uh as drivers or occupants and 8% of the fatal pedestrian and bicycle crashes. And so u uh a much larger share uh than the population that that they make up in the city. And so this is how we can um begin to investigate and and find that you know these are continuing issues in our city. It's one of the things that that we look at um when we are looking at crashes and how they are impacting people. Uh another uh disproportion uh in how uh crashes are distributed has to do with the mode of transportation that a person is using. And uh here the colors mean a little bit something a little different. So I'm going to explain that again. Um so here you see three different modes. Bicycling, walking and uh uh driving or being in a car. Um in the blue bar you see the percentage of trips that each of those modes represents. So uh for the cars for example uh uh 75% of all the trips in the city are made via an automobile. 17% of all the trips in the city are made via walking. 3% of all of the trips in the city are made by bicycle. In the green bar, you see what percentage of the fatal crashes or se or serious injury crashes uh are related to each of these modes. And so, um car drivers, so they are they are 75% of the trips. car drivers or passengers. Uh they're 48% of the fatal or serious crash victims. Uh people who are walking who are uh 17% of the trips are actually 30%. So a much larger proportion of fatal or serious injury crashes. And the same with bicycles uh being 3% of all trips but are actually over represented as 10% of all fatal and serious injury crashes. U here's a summation of uh factors that contribute to crashes and uh you know crashes don't usually don't have a sing one single cause and actually often times have two or three or four uh contributing causes. And so uh but these are factors that uh actually come from police reports uh that are compiled after uh fatal or or or serious injury crashes. And so we compiled them and we review them for the city and this is what we learn. Um the most common contributing factors are uh failing a driver failing to yield when turning and that will impact uh a person walking or a person bicycling across or or another driver in another car u uh who may be in kind of the wrong place at the wrong time. Uh driver speeding is a very uh uh significant factor in in fatal and serious crashes in our city. Uh running red lights and you can imagine for example uh in the case of a u you know multiple factors in um in a crash a driver speeding through an intersection and running a red light. So then you have two contributing factors and then u impacting somebody who uh may be walking or biking or driving. Um uh there's another set of factors that are not uh usually uh included in uh police reports mostly because it's sometimes hard to determine uh uh uh distracted driving for example is something that is not included in the list because uh in the police reports it's very hard to ascertain you know exactly what the driver was doing or if they were distracted or not. Um uh sometimes the the same with impaired driving depending on the substance that uh may have been may have been uh uh at play. Um so that is a little bit of uh a summary of the data uh that is the foundation and as I said the plan has two main components. We just covered the first one right here crash data and statistics. Uh and I'm going to do two things. I'm going to encourage you to if you have any questions uh to get to the Q&A dialogue and type your question on any of the things that uh we have covered now. Um and I don't know if uh uh Victoria, do we have any questions that we may wish to answer now or should we uh any that are related to the material we just covered? Victoria, >> we do have a question about trends in vehicle size in Minneapolis and if that's impacted the data um in regards to trends in serious injuries and fatalities specific, they're specifically thinking of the increased adoption of giant SUVs and trucks. >> You know, um that is a great question. We at this moment don't have data. We haven't uh compiled data on that but it's something that we are thinking about right now and actually we are uh you know as one of the leaders in the country in this uh vision zero work we are part of a national network of other cities that um u it's actually a a a peer network where we discuss with each other trends that we see in each other's cities and potential ways of addressing it and we actually had a a meeting conversation um you know through a team's meeting just like this but with a lot of different cities yesterday where we were talking about this very same issue um you know how it is that uh you know we may we may need to start bring that data in uh and also to uh participate in broader conversations to address that as a policy right because I mean there's even there's a lot more awareness of this issue now uh just even in the general culture. I think the New York Times had a pretty uh amazing story with a lot of data and infographics a week or two ago. But uh yeah, great question. Uh it's something that we are thinking about right now. We our current data, the data that you see in this plan does not reflect that, but it's something that uh we are thinking about and other cities in the United States are thinking about as well. Um uh well I think if maybe we go to the next section then if we only had one question and uh thank you Victoria for uh bringing that question up here too and thank you for our participants for providing that. Okay so here's the uh uh the next portion of our presentation today. Two main components for the plan. We just talked about crash data and statistics. Well, now we're going to talk about actions. How do we address these conditions that we have studied and compiled these uh statistics for? Uh well, the plan has a number of actions to respond. Uh more than 80 actions and 80 actions uh sounds like a lot. It is a lot. Uh one of the ways to help to organize our response and to be able to strategize uh to resolve these issues is to begin to group some of these ideas and see these are uh we've come up with a grouping of four systems to to help to address these issues. Um uh the first system has to do with the physical design of our streets. uh you know how it is that uh signals and and facilities like intersections and crossings, how we develop them, you know, how wide our lanes, how do we uh calm uh traffic speeds. Um the second system has to do with how we encourage people to um uh behave in a safe way while they're using the infrastructure. The third system has to do with the vehicles themselves. And you know this question that just came up about vehicle sizes, this would be a the place where some of those initiatives might land. And the the last system which is really the foundation for all of the systems is data safety data having as a a datadriven approach. And you saw that we just spent the first half of our time talking about um talking about some of that data, some of those statistics because we want to make sure that um we gather data and that we do so in a consistent way and that we bring that data as a way to orient the plans, actions, and the uh and the investments that the city can make. So, we'll talk a little bit about each one of these uh and we'll start with safe streets. Um, safe streets includes things like crosswalks and signals and medians and bumpouts and um all of the different ways in which we can channel and and calm traffic speeds so that they are compatible for all users. Safer for drivers, safer for bicycle riders, safer for pedestrians. thinking about all of the modes and of course always prioritizing pedestrians as the most direct and vulnerable and most accessible way of uh transporting yourself uh bicycling uh and and and and and driving and being uh uh a transit user uh as well. We want to make sure that all modes uh are safe in our city. Um when you review the plan you can you will see that there's a number of strategies and a set of actions under each um we have I mentioned that we have about 80 some actions uh in the plan overall uh more than 50 of them are in this safe streets uh kind of grouping and I'm not going to read through uh through them. I think that that would make an extremely boring presentation even more so than it is already. I'm sorry. Uh but uh uh but uh what I will do is I'm going to invite you to please take a look at at the actions and I want to just uh maybe mention a little bit of something. You know, we group these actions under each of those systems. Uh, and there are strategies and I want to point out that for safe streets, the very the very first and second set of strategies have to do. First of all, strategy one is how do we reduce or calm uh vehicle speeds so that they are more compatible with the safety of humans, the safety of humans walking or bicycling or being a passenger or a driver in a motor car. Uh we want speeds to be consistent and safe. And so then we have a number of actions underneath. Um and the second set of strategies and you you just saw that we had that little u red bar there go under high injury streets. You saw earlier how we talked about that map of high injury streets. We want to focus efforts on those high injury streets because we want to be able to get as much safety improvement as we can by directing um efforts to those places that are the most dangerous. Now, um it's uh it's a way that we can be as efficient as we can with the resources that we have available. Um another set of uh actions that I just want to uh quickly address. Um one of the tools that the city of Minneapolis has used over the last several years uh to address high injury streets and to make improvements has been what we call quick build treatments. And those are you've seen the ballards around the city. Um they help to u kind of in a way constrain uh some of the the the traffic spaces so that uh cars flow a little bit in a more calmed way. They help to uh make islands where pedestrians can wait as they are crossing and find a gap in traffic etc. So those have been great and you know the advantage is they can be deployed almost immediately. They're very low cost. Uh you don't have to uh have a a protracted effort to get something on the street to address uh those serious injuries and fatalities that are occurring. But they are not permanent. One of the things that we are doing as part of this uh plan is to really making prioritizing turning these quick build treatments into permanent treatments. Now that we have had a chance to deploy them and address some of those safety issues and through research that we conduct and that is also conducted nationally, we have seen that these are effective treatments. Well, now we want to make them permanent. And so that's an action that you that you will see will be occurring here in in Minneapolis over the next four years and has already been uh been ongoing but uh even more so. So you will see that uh more in in Minneapolis. Um I'm going to talk now about the next uh system which is u our safe people. how we encourage safe uh behavior, you know, and uh part of that is through education and all of the different efforts that uh the city does, you know, uh even separate from vision zero like safe routes to school. You know, there's a lot of overlap and there's a lot of overlap too with our um pedestrian and bicycle promotion and so on. Um but there are also some specific initiatives that relate to how we help create a culture of safety uh and an awareness of how to uh be safe uh while we are uh walking, bicycling and particularly driving as well as we know that that's motorist speeding is a a leading cause of serious injury and fatal crashes. And so here's just a page from the inside of that section of the vision zero action plan. And I want to I want to focus here on the section related to traffic enforcement. Um and part of the reason for that is that we know that motor vehicle that driver speeding is a is a very dangerous contributing factor. Uh and so um one of the actions that came out of the previous edition of the vision zero action plan uh is the traffic safety camera pilot which is ongoing now. Uh this has been uh uh the traffic safety cameras were launched at the end of uh 2025 and uh we have five locations that are in the city and this is one of the ways in which we want to u address speeding and to enforce uh uh uh speeding restrictions speed restrictions in the city without causing disproportionate impacts. and some of the uh very unfortunate interactions that sometimes occur uh that have discriminatory uh uh impact or or may have some discriminatory bias in them. And so we want to not uh uh have that while still really addressing the behavior of speeding. And so we have these uh uh safety cameras that have been deployed u different places in the city. Five cameras right now. It's a pilot that was authorized by the state legislature and um it it's only been active for just a few months. Uh we did a a very initial uh evaluation uh covering the first three months that they were deployed. And in those three months though, we did see uh pretty significant decreases in speed uh in speeding uh in the number of uh drivers that are traveling more than 10 miles an hour over the speed limit. that decreased uh you know by half and the speeding uh 20 miles an hour over the speed limit in a particular location that decreased even more so um so it's very promising it's too early we really we need a full years of data at least to be able to uh say anything conclusive but the indications have been very positive so far and so that is a vision zero action that will continue over this term and um you know we're we're seeing good results in every single location where they were deployed. Um uh there's been consistent decreases and we'll have new uh research on that. At the end of this summer we'll be pulling data again and kind of seeing how that is comparing over time. And after a year, after we have 12 months of data, we'll be able to do that again and there'll be a report uh that'll come out that will come out uh from this and hopefully will lead to uh greater use of this uh system. Um uh the next step uh we're going to be deploying a a camera that not only does it track speeding and issue citations based on that but also will be able to u uh detect uh drivers uh u that are running red lights which is another of those uh contributing factors to serious injury and fatal crashes. And here are some of the locations that we look in the map that you see on the screen. The locations in orange are the places where the cameras are at right now and the blue locations are uh uh identified locations as high priority future expansion areas if we're able to get additional uh funding in place uh to get additional cameras uh in the city. Um now uh I want to talk a little bit about uh the next uh two systems. We'll start with safe vehicles and this has to do with the vehicles themselves, right? U with the fleet of vehicles that's in the street. Um we've done a uh you know research with the data that we've had available and in a way the most efficient place for the city to focus efforts has been simply on its own fleet at this time. that we are paying attention um to other issues uh or other potential issues that we know uh are problems in other places. So for example, we pay attention to truck crashes, truck involved uh pedestrian and bicycle crashes. uh in our city. Thankfully, the rate of u truck involved um pedestrian or bicycle crashes is uh lower than the state of Minnesota overall at around 2 or 3%. Uh we are lower than the state overall. Um, and we're actually lower than a lot of other uh uh big cities in the in the United States where in some cases they have 30% of fatal or serious injury crashes involve uh a truck on their streets. And so because our percentage is below the state average and um I guess we have excellent u truck drivers in Minneapolis uh which is great. Um um we don't have a specific action for trucks and also our rate of u because of the way that the permitting for um uh scooters has occurred in our city where we we have required speed limitations in particular areas where there are pedestrian concentrations. for example, you know, where the the the the scooter itself through its GPS will limit the speed that uh that somebody can travel on it uh if they're in those zones with high pedestrian concentrations. We don't have the same uh prevalence of uh injuries um that other cities have experienced. So, you know, that's been some proactive planning uh on the part of the city of Minneapolis. So, uh, we're focusing in this particular edition, uh, simply on the motor vehicle fleets of the city while we're also continuing to pay attention, you know, it's one of the actions that you'll see on the plan. Uh, paying attention to, uh, you know, truck uh, uh, scooter and all of the other different modes that are going to be using, uh, the streets of our city. Um the last component of the four systems is uh the data um uh component and making sure that we stay as uh first of all that we the foundation for our actions are data driven uh that we research what's occurring that we research what are best practices that we research also what has proven effective and what hasn't proven as effective um and that we invest in those tools or resource or approaches that are the most effective so that we can deliver good value and actually get to our goal u of of safety. Um so uh here you can see that page is just got a a few initiatives but they're really uh important initiatives because uh first of all uh we are talking about uh continuing to investigate and research methods and making sure that we are gathering the data that we that that will be useful for the future and continuing to monitor progress year after year to see if we are getting uh to where we need too. Um you will see in in here some of those actions about you know ma maintaining a repository of uh you know where are traffic incidents occurring uh making sure that we continue to develop those maps where we can uh see clusters of injuries. Um but also there's something that's uh you know a really interesting set of proposals here for some of the actions that we're going to be taken. Um uh in general uh the way that a datadriven approach has worked in the past and you know even currently of course is we uh we learn we study where crashes have occurred where somebody has unfortunately been killed or suffered a serious injury and then we develop a response to that. Um something that I'm really excited about uh is that you know there are ways now because of the different technologies that are deployed in people's cell phones in in in in cars and in different apps that sometimes are required by insurance companies that we can actually uh aggregate working with different vendors to aggregate all of this data and can tell us locations where for example um there is a a greater number of uh motor vehicles that are suddenly decelerating um you know over time and uh or that places where people are swerving u uh to avoid a potential collision. As these layers of information continue to build on top of each other, we can then uh without actually having had a crash or an injury um or a fatality uh occur in a place um we can begin to pick out places where there are some conditions that maybe we can address before any of that happens. And so that's kind of a proactive model of safety uh where before we've been reacting uh to crashes and of course we will continue to do that but we're also investigating how how we can um uh respond to avoid uh any crashes from occurring there or from any additional crashes occurring in a place. So those are some of the uh the avenues uh frontiers of where the plan is is is hoping to head as well. Um and maybe I'm going to ask Victoria if there are any questions that have come in so far that have a little bit to do with uh the systems safe streets or uh data before we go through the next and final part of our time together. Um, one question that I think is at least partially answered, but I'll call attention to is, uh, a participant wants to know the timeline for expanding the traffic camera pilot to a lot more intersections in the city, and is this something that still requires, um, state approval? >> Well, uh, that's a great question. And so the timeline at this point, um, you know, part of it is a a funding issue. Uh the the state legislature authorized as part of this pilot up to 42 locations in the city and um so we could deploy 42 cameras u uh but at this at this moment right now um you know we are unsure of how we would uh pay for that. So um uh it's something that is being investigated right now because just even preliminarily prelimin we are finding good results very promising results and um uh so we would like to expand that uh we are authorized to be able to expand that uh by the legislature um uh but I think it'll uh it'll depend on kind of what that funding picture is like uh so uh great question and I think you know we'll be having uh a couple of additional reports coming out. So if uh if you are on the vision zero uh mailing list, which is how I I believe you may have received it, if you are in the vision zero mailing list or in the pedestrian issues mailing list or in the bicycling issues mailing list that the city of Minneapolis um uh maintains, uh when the next reports for the traffic safety camera pilot come out, uh we'll be sending those out. so that you can review them and it's it's going to be a few months yet uh until we have those. But uh yeah, thank you. That's a great question. Um all right. Uh oh, go ahead. >> Sorry. We also have a question about funding if we want to answer that now. It says, "Are we investing enough in these programs given the very real human cost being incurred in our city? How much more money could we be putting towards vision zero to accelerate our progress to achieving our goal of zero fatalities? Well, you know, that's a that's a very important question and um there are some funding complications and funding realities, right? that we can't um I mean it's something that uh I you know in our in in our department in our group working on these issues that's not in a way up to us and there the city has is a complex operation providing a lot of services that are essential to keep the city running um uh I think everybody at the city is trying to address this as a priority as much as they can um and you I I'll give you uh some uh great news. We are uh you know we have actually um uh were selected we won a a grant safe streets for all that uh back in 2023. The money has gone through different complications at the federal uh level, but we should be receiving um about 25 $20 million from the federal government, $5 million uh from the state handling another federal grant. Uh and those $25 million uh are coming to help address intersections and streets and high injury streets uh and all of those issues. And you know it I um it hasn't come in yet. So we don't quite want to counter our chickens before they are hatched. Uh but we hear it's coming soon. And so we are right now doing work to get ready to be able to execute these plans. And as part of annual work, you will find u uh what we have been able to do. and we'll have uh some u uh figures uh related to well what is the need and and and and how much are we actually uh able to accomplish with what we have but that's that's a great question and it's always it's always attention right so um but I think we're headed in the right direction thank you um all right I'm uh and that's a great segue to this next part here because I want to talk about some of the things that vision zero as an initiative of the city of Minneapolis has been able to do here um over the last few years. And this is you know starting at some of these started in 2020 2021 uh some are more recent initiatives but just to share with you um we've built more than 2 uh 50 intersection improvements uh you know with the quick build treatments which we are now going to be moving into permanent uh uh treatments. more than 30 miles of uh uh fourlane to threelane conversions that have a demonstrated effect on improving safety. And these have been focused on high injury streets. Um because again that's you know the the purpose of that map is to help steer our investments in the most effective places. More than almost 90 uh traffic calming projects uh since 2023 and we have been continuing every single year. Uh we have several that are uh a week away from starting uh already in several places. Um the 20 is plenty campaign which was uh done jointly with the city of St. Paul uh since 2020 and uh uh has has been a great success. There's an evaluation going on um uh to actually ascertain you know what the total uh cumul cumulative effect of of that has been on safety. Um, this is the grant that I mentioned earlier. Uh, proactive safety treatments on 25 miles of high injury streets in the city of Minneapolis. Uh, we haven't received any of the money yet. It was awarded in late 2023. We have a $5 million grant from the state of Minnesota. So, $25 million total. And the efforts of the city of Minneapolis have been recognized uh uh nationally as well. Uh just last year in the high injury network more than uh 25 intersections have been addressed. Curb extensions uh hardened center lanes which are uh treatments right at the uh at the corners uh in in the travel lanes in between travel lanes at intersections to uh reduce the speed of turning vehicles because we know that drivers failing to yield is a uh you know or turning too fast is a significant cause. So, um, to sum up, the plan, the draft plan is available for your review at the Vision Zero website. Go to Google, type in Minneapolis Vision Zero and it'll come right up and you'll be able to see the plan and download it and there is a place to comment right in there. Um, please send your comments in. We have uh it's a 30-day uh public comment period. Uh we've been u we had a in-person uh public meeting yesterday. Uh we've been presenting to the different pedestrian and bicycle committees of the city and the committee of people with disabilities as well. That's coming up in July. Um once the public comment period ends, we are hoping to address all of the comments that we receive and then we'll be presenting to the uh city council tentatively on August 6th. uh when you review the plan uh you know please provide your comments on what you see in the plan but then also if there are uh actions or ideas that you don't see and that you wish we would be thinking about please add them there as well because that that'll help us uh as well make sure that we're covering all of the options for potential treatments potential issues and uh we can enrich the plan that we then uh present uh uh to the city. And uh uh with that, I think that's the end of the presentation. Uh we have time for more questions if you don't mind staying on for a minute or two more or actually more than we'll stay as long as uh you wish to send us questions. Um and uh yeah, thank you for being with us here tonight. Uh we appreciate your time and your your company and uh yeah thank you u uh Victoria do we have any other questions that have come in that we can address now? >> Yes we have a few. The first one is confirming where this presentation and when it will be uh shared. >> Okay. Uh so at the same Vision Zero uh site uh you know Minneapolis Vision Zero, it'll come up. We're uh this video this presentation is being recorded and you'll be able to download it right there. We'll also post a PDF of the presentation so that you can download it and uh you know scroll through it uh at your leisure. So same place Minneapolis vision zero. >> All right. Next question asks, "How are you tracking the inequity and ADA impacts of mindots fencing off sidewalks at bridge underpasses in Minneapolis? These areas are disproportionately located in the Native American community development zones and remove accessible paths of travel and community. What solutions can vision zero help identify and implement for these locations?" Um they also shared a recent Instagram post from someone who uh person living with a disability using a mobility aid was hit and it was a hit and run. >> Uh we are aware of that issue and it's something that uh actually u I'm scheduled to go either today or tomorrow uh to go and document take uh and and observe as well. It's certainly something that uh the city has been in contact with mind over time to try to address. Uh not providing a place for people to safely walk is uh not a good thing to do and it's contrary to the goals of having safe places uh for people to transit and to access. Uh it's also important to make sure uh that we don't exacerbate inequities and it's also important that uh we address issues as quickly as they arise. So, um that um it it it has not been a city of Minneapolis choice, but Minneapolis works with other state and county partners uh to address conditions on roadways that are in Minneapolis but are not owned by Minneapolis. And so uh we'll continue to work with partners uh to um address these issues as quickly as can be done. It's a very important issue. Yes. And it shouldn't be that u uh people don't have a safe place to walk. That is not consistent with vision zero. Thank you for that question too. The next question asks, do we think autonomous vehicles like Tesla, autopilot, Whimo, etc. will support or reverse our vision zero goals? >> You know, we are uh not quite sure yet. Um, and that's something that, you know, it's it's it's been brought up as something to uh look at and try to understand. Um there's not a lot of data available. Uh you know there's a selection of data that gets presented by advocates um for autonomous you know or or marketing people for uh uh and and there are other data that uh show the opposite sometimes. And there's of course uh very uh high visibility instances where where crashes fatal crashes have occurred as well. So um we're going to look at the data and we're going to make recommendations based on that. So but yeah that's uh it's an important issue and it's it's it's showing up. I mean it's something that is um it's part of the conversation nationally. So thank you. The next question asks, given that we gave this plan and others that guide staff for street designs, why do we have to approve each project individually? Why can't staff implement the guidance they have and get to work without drawing all this out with constant public meetings, comment periods, etc. >> Well, uh, you know, that that's a that's a a great question, a valid question, of course. Um, you know, there's always kind of a a give and take or a tension between um having too much communication or too little communication, right? And I think um if we're going to er or make an error on one side, I think it's you know the same as with relationships and friendships that we have in our own lives. You know, is it better to communicate too little or better to communicate maybe too much? I would prefer to heir on the side of communicating too much because that gives ample opportunity for everyone who may have a different opinion uh to come out and and and say their peace and to participate in this debate of ideas uh to get to a better solution. I think that um you know part of what makes Minneapolis Minneapolis is u this value this commitment to listening to other perspectives and to making sure that um you know as part of respecting each other that we give ample opportunity u for other ideas to come and uh yes sometimes it would be you know it's very the idea is very attractive to be able to do things more quickly. And the truth is that we are not um uh relegulating or or or reasking the same questions over and over again. What we're doing is we're trying to be really thoughtful about how do we make sure that we hear the experiences of the different populations that make Minneapolis their home and that um the plans that we make and the things that we build are actually good things for everybody because that's that's what we're trying to do. make a city that gets better every day and it's better for everyone and uh we don't have all the answers and we need to ask uh and I think that that can get us to a good place but I I can also understand why uh you know we would have this sense of impatience about let's just do it but you know let's I think we can do both. So, any other questions? >> The last question currently in the chat is does the revenue from the traffic camera pilot go to the general fund or to the vision zero program? >> Oh, that's a great question because I I'm going to say that I don't um I'm not the person that runs uh the program or who set it up. So, I don't have all of that information, but I do know a couple of things that I can share with you uh about it. So um you know we'll provide some additional information at the website so you can get the actual answer. Um but uh my understanding is that um the program the way that the that the fines and kind of the fing structure is that it's not a revenue generator. It just is intended to pay for itself. You know because it it costs money to deploy the cameras. you know there's a an equipment cost but uh there's an also an equal cost in terms of uh you know the actual monitoring and of the uh human agents who once a violation is is detected have to review the video to ascertain yes a violation was detected and then um and those costs are the the fine structure is intended to pay for those costs only and not to generate you know any any any profit uh or any revenue for the city or uh for anyone else. Um so um but that's a that's a great question. We'll we'll we'll provide information on that at at the same place where you will find the video and within a week this should be available. So uh any other questions Victoria? Yes, one was added that asks, "How are you prioritizing safe school routes and bike path intersections?" >> Well, um I would say we're prioritizing both uh safe routes to school, right? That's one of the components. That's an important priority. Uh that is not exactly a vision zero initiative. It's another initiative within the city and and within um you know our pedestrian and bicycle effort as well. But as part of vision zero, we want to make very very sure that we have safe conditions around those areas. And so there's uh an interconnection in those efforts. And uh you know safe intersections for for bikeways are u you know when I showed you uh a little bit earlier the the map of high injury streets. I don't know if you noticed there and I uh maybe I should have pointed it out uh with a little more emphasis. There's also u high injury intersections uh noted. So these are intersections where um a larger proportion of of crashes and injuries have occurred or are occurring. And so we are dedicating efforts. Vision zero focuses efforts on these kind of most critical more critical locations uh within the city. And there are other efforts um uh that the city of Minneapolis in its transportation planning uh program and public works uh uh are responsible for like the neighborhood traffic calming uh program which is not directly it's not directly a vision zero initiative because uh those streets are neighborhood streets that are not on the high injury uh streets. Um uh but we also know that we want to count uh traffic speeds there to be safe and you know as as part of our bikeways uh you know not necessarily through vision zero but we always want to make sure that we have the most upto-date based on research uh way of addressing intersections because that's a critical uh part of the path for you know for pedestrians for bicyclists uh for motorists. Um so it it's all part of uh a lot of interesting and very thoughtful efforts that are happening here within our office. And you know just a day or two ago for example that we had kind of an internal discussion on um you know how are uh intersections handled uh and you know what is our current practice and how are ways in which we can u make it even better learning from what has been built and experiences that we've had in observation and use of these places. Great question. Uh anything else Victoria? Any more? Yes. >> All right. >> The newest question says, "Can you expand on when and how the plan will work on targeting multi-jurisdictional high incident areas?" >> Well, uh that is that is something that is an ongoing effort. Um um we and and thank you for asking that question because that's a that's a really you know we talk uh we talk about high injury streets we talk about uh vision zero uh in Minneapolis and a lot we really can only make changes on the streets that Minneapolis owns uh in the city uh we you know it's it's kind of It's it's kind of a funny thing, but often times, you know, as as regular residents of a community, we might not think of a street as the property of one entity and not the other, but that is that is how it works. And there are streets in Minneapolis that are uh owned by Henipin County. There are streets and roadways in Minneapolis that are owned by Mindot. And there's the majority of streets and roadways are owned by the city. and uh coordinating with Henipin County, for example, uh can lead to really important improvements in streets that are um really uh uh kind of iconic streets in our city. like for example Lake Street that's a Henipin County road uh where there's been a lot of uh cooperation uh with the county over and relationships that have been built over time uh as well um their university avenue by the University of Minnesota for example that's a if you're familiar with how things used to be you know maybe 10 years ago versus how they are uh today there that was a very success successful collaboration with Henipin County. And there's, you know, additionally or similarly, you know, there's work that is ongoing today with uh Central Avenue, which is a a state highway. um uh to provide really uh you know in the next iteration of Central Avenue um you know the plans that are being made now um really amazing uh bicycle and pedestrian facilities that were not um were not possible uh you know 10 years ago but all of that has grown out out of collaboration and so um I would say uh those conversations continue on a kind of a global scale with the departments of transportation of Henipin County and you know within Mindad and their pedestrian and bicycle and towards zero deaths uh uh groups uh but also have to happen on a projectby- project basis. And one of the I think one of the ways in which um uh the people of Minneapolis can feel proud of their public works staff is uh by knowing that at every single project that's happening. Even, you know, just even if it's not on a road that the city owns, city staff uh are present and participating and advocating for safer pedestrian, bicycle and motorist connections, but particularly for pedestrians and bicyclists and that where there are places where disconnects and where there are current issues like we just talked uh you know about the Franklin Cedar area, you know, there are Um there are uh efforts and relationships that we are drawing on and really trying to uh make improvements uh with as much vigor as we can uh while working through those uh channels and relationships that have taken a long time uh to establish and that have yielded a lot of positive results for the city in different places. It's just um it's a complicated uh it's a complicated thing but it's u uh it's uh institutions are also not uh homogeneous right so there there's differences in uh different ways to uh to address different issues but we we do participate vigorously and advocate vigorously for the people of Minneapolis apolis uh and for the safety and well-being of our population. So, um I like that question. Thank you for asking that. Um any any other questions? >> Yes. Uh a participant would like to know, would changing timing of lights in multifunctional routes like on Broadway Avenue Northeast be in the scope of vision zero? >> Yes. Yes. to one of the uh one of the actions that's included in the plan. And you know, I'm going to take this opportunity to invite you all again to download the plan and read through some of those actions and send your comments in. Uh but some of those actions have to do with uh reviewing timing and thinking about other signal uh systems. For example, uh timing signal systems uh and um we have a this vision zero plan is also uh uh a document. So it's a document for the city, right? But the city has different divisions, you know, where we how we maintain uh roads and streets, how we um uh uh organize and manage our signals and our signal timing. And um all of the different departments of the city participate uh in in in putting the plan together. And uh what's in the plan is actually what each of these departments then follows as its actions. Um and so uh yes, we consider that and that is uh one of the actions that you'll see in the plan. Any more questions come in? >> That's all the questions. >> Oh my goodness. So we we answered all the questions. That's very good. I'm sure people will come up with new questions. If you come up with a new question, uh please use our uh survey on the website and send it to us and we'll provide a document with answers to some of these uh questions as well that came in uh in the website. So, thank you all. I think uh if there are no more questions, I think that we might end our presentation. Is that true? Victoria and Roman. Yeah. Okay. I'm I'm getting a lot of yeses. Okay. So, uh then I am going to say thank you all very much for joining us tonight. We enjoyed having this opportunity to share the draft vision zero plan with you. We look forward to staying in touch. Please come to the website and download the plan, make your comments, and uh yeah, we'll be in contact with you again soon. Thank you very much. Good night. Bye-bye.