Mobility Committee (MOBC) meeting Transcript – 8/24/2023 Title: ATXN-1 (24hr) Channel: 1 - ATXN-1 Recorded On: 8/24/2023 6:00:00 AM Original Air Date: 8/24/2023 Transcript Generated by SnapStream ================================== Please note that the following transcript is for reference purposes and does not constitute the official record of actions taken during the meeting. For the official record of actions of the meeting, please refer to the Approved Minutes. [1:01:20 PM] well come to city hall, everyone . >> This is the mobility committee. I am chair Paige Ellis. I am joined by vice chair zo qadri. We have council member Kelly council member harper-madison here on the dais with me and council member Fuentes is not able to join us for today's meeting. Do we have any? It is 1:00. We are at city hall so I will go ahead and bring this meeting to order. Do we have anyone that signed up last minute for public communication? Ann. All right, then we will get moving right along. Item number one is approval of the minutes for the mobility committee meeting of may 11th, 2023. Do we have a motion approve those? Vice chairadri seconded by by council member Kelly and harper-madison all in favor of approving that item. Say aye. Aye. We've got unanimous on the dais with one absent. Let's go right into item number two. An update from the chair of the urban transportation commission . Do we have our chair with us [1:02:24 PM] . Do we have our chair with us yet. >> We're adding her in now. Oh, perfect. >> Let's give her just a minute . >> Hello? Can you hear me? >> Yes, we can. Ann. Thanks for joining us. Yes mayor, of course. >> I'm glad to be here. So since I was last, I think I joined you in may at your may 11th meeting. We had already met in may. And so then we had June and July meetings, our August meeting was canceled. So I'm here to update primarily on the June and July meetings. So our June meeting there were some actions taken. We had Eid three, right. Of way vacations that were approved and forwarded to council from that. So those were fairly straightforward. And then we also had presentations from the right of way division and the [1:03:25 PM] right of way division and the special events division of I'm going to get this wrong, the transportation and public works department. So those folks came out and spoke to us. But the main actions were just the right of way. Vacations if we look at our July meeting, we did have a little bit more going on there. We did hear another I think, the right of way vacation Ann actually got pushed, didn't it? Christopher, can you remind me we didn't actually do that item or did we? No, we did not. That was I we did. >> Yes. Okay cool. >> Yes. So we did approve another. Right of way vacation. Lots of right of way vacations and then we had a presentation from the transportation and management center. But then our two action items, which are from July, which are the recommendations that I really want to highlight and share with you today. The first one was actually in response to a group of individuals. City employees had come to us in our citizen communication on our June meeting to speak to us about the [1:04:25 PM] meeting to speak to us about the city telework policies and in particular with the mission of our board to our commission to speak about how telework is a crucial part of the Austin city of Austin's strategic mobility plan for moving towards a 5050 modal share where people are not all driving and single occupancy vehicles to work and their commutes. And so that telework is a crucial part of that and expressing many of the, you know, the changes in policies with the telework. So we actually wrote a recommendation action with a mind especially to transportation coming from our commission. And I'll, let me just read the be it resolved to you and y'all can review this on paper, but it says be it resolved that the urban transportation commission recommends that Austin city council implement a permanent option for all employees whose job duties permit teleworking to telework some or all of the time, and should move toward implementation of that option by [1:05:27 PM] implementation of that option by requesting that the interim city manager finally deliver the report on the advantages and disadvantages of teleworking, which was requested by council in June 2022. The report should contain at least the following information Ann. A proposed list of which job classifications and positions are suitable for teleworking. The estimated financial impacts of offering teleworking as an option for those employees whose jobs classifications are suitable. Similar to the report prepared by deloitte consulting for Travis county, the report should identify which properties would become available for other purposes, such as affordable housing or lease termination. Ann. If a substantial fraction of employees were eligible for teleworking at those locations, chose to do so and the report should also identify costs associated with expanding teleworking such as additional it costs cost to update personnel policies and procedures. Training costs associated with learning to work and managing a distributed environment and a skill some many managers don't currently possess. So we did pass this. You know, the individuals, the [1:06:27 PM] You know, the individuals, the employees who spoke to us at June, many of them returned in July as well. I felt like that was a great thing. You know, we really thought that this is part of our overall mobility picture in the city of Austin. So we wanted to pass this on. And it was great because it was one of those moments where our citizens come to the next meeting. We're able to get it on our agenda and pass something so that was one of our recommendations. And our second recommendation I want to take some care with that. So you all may remember we had a proposal for, a we, we've been talking quite a lot utc and transportation advocates have been talking about bike lane parking and the fact that we have sort of a epidemic of bike lane parking. A lot of people just do it even though they know they're not supposed to because its enforcement is very difficult because they know if they just do it for 15 or 20 minutes, they may not get caught. Somebody may not come out and ticket them in time, [1:07:27 PM] out and ticket them in time, even if they're called in. But it does create in that time a lot of potential danger to bikers and pedestrians when that does happen. And so we had had a proposal, back last year, which was sort of like a citizen's bike lane reporting thing so that people could actually a proposal that people would be able to call it in and they would actually be incentivized and get a little bit of like money back if they call in bike lane violations. We didn't see a lot of action from that. So the commission was trying to sort of suggest maybe a menu of options for people with bike lane violations and sort of to improve this situation in the city. So, let me I'll try to go through this qukly, but we have a couple whereases. It says, you know, back last year our urban transportation commission, we issued a recommendation Ann that said we would to Austin the mobility committee and city council to [1:08:29 PM] committee and city council to develop and implement a program which provides to any individual using. 3112 provide current photo evidence of a vehicle blocking a bike lane to receive 20% of the revenue collected by the city. So I know there's some issues maybe with legalities, but then, so that was discussed by council. And the bike bicycle advisory council also supported this. And only, and we also wanted to note in the whereas here that only 21% of bike lane blockage complaints reported in 311 301 were closed and with a citation and 67% of them are closed with the vehicle having been moved before parking enforcement arrives. So we can see that even for things that are getting reported, they're not really resulting in, a citation. So, anyway, I'll kind of move into some of our be it [1:09:32 PM] of move into some of our be it resolved here. So we have a few possibilities and we would just that some of these be explored. We know that there may be obstacles to some of them, either politically or financially, legally, but we thought maybe if we give a range of options for city council to explore, we can get some movement in this regard. And so I'll read the be it resolves and then I'll be hopefully done with this. My portion here for you today. But it does say be it resolved the urban transportation commission recommends that the mobility committee and city council adopt at least one of the following measures to improve the safety of bicyclists by ensuring bike lane parking violations are enforced. At first, either develop and implement a program that allows bike lane parking violations to be enforced using a photo and information submitted by Austin 311 app or online service user request and do not require a physical confirmation from code or peace officers, regardless of whether the person submitting the photo and information receives 25% of [1:10:33 PM] and information receives 25% of the revenue collected by the city for that citation or to develop and implement a bike lane enforcement program, either modeled off of or as an expansion of the existing accessible parking enforcement program where the city Austin department of transportation and department of transportation and public works in partnership with Austin police department, can train volunteers to issue citations and warnings for illegally parked vehicles and bike lanes and three designate multiple transportation mobility service officers on each shift who will travel by bicycle and primarily focus on issuing citations and warnings for illegally parked vehicles and bike lanes. So those are three sort of options. One is 311 photos, two volunteer enforcement program or three designate more employees for this task. And we also and then be it further resolved following supplementary policies to further enhance the safety of [1:11:33 PM] further enhance the safety of bicyclists alter any relevant ordinance requiring a posted sign explicitly marking parking in the bike lane. Assignable offense and instead to create as a default the reverse position on of sanctioned parking in a bike lane only where it is explicit posted as allowed. So this has been an issue with citations is that sometimes people aren't cited because it doesn't say you can't park in the bike lane. We used to sort of suggest reversing that assumption. There or to direct Austin department of transportation and public works to update city bicycle maps to indicate where parking in the bike lane is allowed, either by a lack of signage or by specific signage allowing vehicles to park in the bike lane. Three expand the commercial vehicle loading permit program citywide and clearly indicate that it is the city of Austin's preference that the commercial vehicles block general travel lanes, not bike lanes or sidewalks. When two or more general travel lanes [1:12:34 PM] two or more general travel lanes in one direction are available and for engage in a citywide awareness campaign to create a general common knowledge that blocking a bike lane will result in a citation Ann except where explicitly allowed by posted signage. So. That and then our final be it resolved. Utc recommends that if mobility committee and city council do not adopt any of the recommended measures to improve the safety of bicyclists by ensuring bike lane parking violations are enforced, the city council direct the Austin transportation department of transportation and public works. The Austin police department and the city attorney to research options to reduce illegal parking and bike lanes and report back to the city council by the end of the calendar year. So you can see we have a lot of ideas for working on this matter. We know that some of them may stick and others may not, but we want it to sort of give you a menu of options to work with on this issue, which is definitely one we're hearing about from a lot of folks across the city. So [1:13:35 PM] of folks across the city. So thanks for listening. I know that was a lot, but it was a productive couple, productive summer for you to see. So that's great. >> We really appreciate the update. Do we have questions on the dais or comments? Natasha harper-madison thank you. >> Thank you for the recognition. I appreciate it. So one of the things that I recognize with a great degree of frequency is that people use the bike lane pass. So if somebody is turning left, they go through the bike lane to pass and I just don't know that I've ever seen any signage or heard any advisory around. People recognize saying you don't use the bike lane to pass. You wait until that person turns left. I'm just curious about what your thoughts around that. >> Yeah, I would I would definitely categorize that as, I don't know. I'd have to go pore into code, but I would like I [1:14:38 PM] into code, but I would like I would say that that's really part and parcel of these same issues that we're noticing is that people sort of use it as their relief lane. Whether that's for passing, whether that's for parking deliveries. So I agree that that's definitely a thing. That would, you know, those, those moments of passing in the bike lanes, those are probably really hard to catch even more than parking in the bike lanes because they're, you know, pretty fast and ephemeral. It happens quickly and you may not get somebody's license plate or something like that, but I agree. Absolutely that is problematic. And, you know, if this is a matter that we want to increase awareness in in the city that I would say that that would be aligned wit with this as well. So that would be my thoughts on that. So iononder if there's a way for there to work in your be it resolves and you're whereas is whereas the citizens of the city of Austin don't recognize is that you are not supposed to use the bike [1:15:38 PM] not supposed to use the bike lane to pass the person turning left. >> But I think folks just don't know. >> Yeah I think and you know I will say I think there's some lack of knowledge. I do think specifically in some of our really impacted areas downtown and west campus and places like that, I think that people do know. But they also just know that they're not going to get caught. So I think that's a little of both. And, you know, and right now it's kind of assumed like we're not assuming that people know this, right? Because it actually, you know, it's, we're not citing people, I think, except in places where it says don't park in the bike lane. But we want to sort of reverse that assumption culturally as a city so that like we all assume, don't park in the bike lane unless there's a sign that says you can. So I think that it's a little bit of both. I think there is there are some bad actors, you know, who who know that they can get away with it and know that they shouldn't be. But there's also people that just don't know or maybe use the fact that there's [1:16:38 PM] maybe use the fact that there's no signage as a excuse not to know something like that. So yeah, thank you. >> I appreciate that response. I think ultimately at the end of the day, most people just don't know. They think if you can get around the person turning left that you just take the space that you can, but not recognizing that the bike lane is inaccessible to motorized vehicles, I think they just don't know. So I wonder if that's something that we can can work collaboratively on with the chair of this department or of this committee. And just moving forward, if we can just really teach people the bike lane is inaccessible to cars. >> Yeah, I think what's frustrating I think chair Sommers said it very well and that, you know, some pe may know and just think, oh, I'm only going to do it this one time, but if you have ever navigated these areas on a bicycle, you understand that split seconds and just the inability to see people can create very dangerous circumstances. >> And unless there's an actual physical barrier like a curb or [1:17:39 PM] physical barrier like a curb or something concrete or a metal railing, there's a lot of folks that just take the path of least resistance and say, I don't necessarily want to wait, so I'm just going to I'm going to go. And the more people are doing that, especially in places where we have the unprotect bike lanes, the more dangerous it is for people on both sides of that. >> Yeah, we certainly see some people get themselves in interesting situations, even when there are some some sorts of barriers as well. I've seen some interesting photos out there. So yeah, people sometimes get pretty determined and I've seen more than one person downtown where we do have the curbed protected bike lanes actually drive their car kind of over it and they get a foot or two before they realize they've gotten themselves stuck and they've scraped the bottom of their car. >> And I think that was inadvertent. But always a good reminder foreople to, you know, slow down a little bit, take a moment, look every direction you possibly can to make sure you're driving safely . >> Yeah. So I think I think it's the will of the commission, like you know, we even if it's [1:18:41 PM] you know, we even if it's just awareness campaigns or improved signage or things like that, we would love that. But I think if there's ways that we can up some of the actual enforcement, particularly, you know, like I think, you know, in areas where there may be a persistent problem with this, I think that's kind of just explore all solutions. And we tried to capture that in our recommendation as best we could. So >> Vice chair qadri yeah. >> Being chair, yeah. I mean, I just wanted to kin of I don't know if flag is the right word, but, you know, representing the downtown district a lot of times, especially during festivals, south by southwest comes to mind. We had a lot of constituents reach out to us and a lot of folks who were in town visiting, and I guess they found out that district nis the district that the festival is occurring in who talked about their dangers, their dangers as a cyclist during that time. And I live in the area. And the amount of trucks that I see at businesses that are unloading that just park in the in the bike lanes, cars that are parked [1:19:43 PM] bike lanes, cars that are parked there, I think I've sometimes seen city cars also parked in the bike lanes. I think it's extremely important when we talk about the safety of riders and just to better to be better about it. And maybe it is an awareness campaign, right? Because maybe it's people just thinking, oh, this, this won't cause too much damage or take up too much time. I'll be in and out or, you know, I'm only here for a bit while we're unloading , you know, you know, crates from the from the truck. But you know, it takes a split second for something really bad to happen. And you know, I also just want to kind of flag, you know, we're working on a draft. Ifc as an office on curbside management. And I know that the staff is working on it on a lot of this stuff as well. And I just hope the process will include a hard look on how do we keep bike lanes safer for bicyclists and clear from cars. >> Any more questions or comments for our chair of the [1:20:43 PM] comments for our chair of the utc? I think that does it. Thank you so much for joining us today. We appreciate the work you all are doing in the commission. >> Ann thank you for having me. Our next item is going to be an update on the Austin strategic mobility plan 2039 mode shift goal. >> We're excited about this one. I know it is still relatively new, but I was here when we adopted the very first version, so welcome. Thank you. >> And I'm glad you're excited this is going to be fun. My name is Kirk Scanlan. I'm division manager for the transportation and public works department. I oversee our smart mobility office and part of our portfolio is the transportation demand management program as well. And I'm joined by Jacob Barrett, who manages that program. So. Here to talk about the 2039 goal that was adopted in the smp back in 2019, Ann and I guess what I'd [1:21:45 PM] 2019, Ann and I guess what I'd like to do is just give you kind of an overview of how I'd like to approach this. It's a fairly big topic, is the first talk about the goal and just refresh everybody's memory about what was essentially adopted back in 2019. And I'd like to talk about the data. Any good goal has data associated with it. So we can track our progress toward is towards what our eventual outcomes are going to be. And then I'd like to dive into each mode that was identified at that time and talk about kind of at a high level what opportunities we have, what challenges we're seeing and then, you know, what changes we've been seeing over the last five years. So it is we've now about five years into this goal. It's a 20 year goal, long range goal. And the goal was to take a eventually hit in 20 years from 2019 5050 mode split. And that would be taking the six different modes twe [1:22:46 PM] the six different modes twe have and essentially have drive alone only account for 50% of those. And that in the 20 years that it would take all the other modes biking, walking, transit it carpooling, telework all of those modes would shift and increase to eventually equal 50. So the idea would be that the number of cars that were on the road taking commutes in 2019 would stay the same for 20 years. And all the additional driving that occurred would be absorbed in these other modes. And this is with the idea that basically within that 20 years the population would double. So over the last five years we've seen about 70,000 additional people come to our community. So the idea is all of those additional all commute trips would be now taken in by the other. The alternative modes. So that's that's kind of where [1:23:47 PM] that's that's kind of where we're at. So what I'd like to do is go ahead and just talk about the data real quick and then we can kind of jump into the different modes. Next slide, please. Thank you. Okay. So this is a graph that is in the smp and it comes from the American community survey. The ICAN community survey is published once a year with essentially sample data and then every five years that data is aggregated to a much higher level or lower level of statistical relevance. So back in 2019, almost three quarters of our trips by commuting were done by drive alone cars. We had 11% were carpooling or ride sharing transit accounted forxcuse me, transit counted for 4% and telework was eight. And rounding it out was a 1% and 2% for bicycling and walking respectively. And the idea would [1:24:47 PM] respectively. And the idea would be within 20 years while that number of trips remained the same, driving alone would only account for 50. We would see increases a all the other modes , particularly in transit and a lot of the projections were based upon the knowledge that we had in 2019 potential investment into transit, potential investment into all ages and abilities, network and such. So there was some art to coming up with those different percentages and those aren't hard and fast. I mean, the idea is mostly the 5050 mode split, but this is how it was envisioned at that time. I'd also like to just say that the data from the acs is for commuter patterns, but it's kind of a proxy for all trips. Okay next slide. So the latest data we have from the acs is for 2021. And this really needs to [1:25:49 PM] 2021. And this really needs to be set. When we look at this, it really needs to be put in context because obviously in 2021, we were at the height of the pandemic and the pandemic had a major effect on how people chose to travel, how people chose to work and get to their services. Et cetera. So we did want to take a look at this data, but we really want to put a big asterisk beside it to say , while it's not bad data, it's the same methodology as all acs data. It's in the background and it's a false equivalency compared to the data that we had before. So if we look at the different modes, bicycling and telework definitely increased while carpooling and driving alone and transit all diminished because again, it was during the height of the pandemic. Okay, next slide, please. So I'd like to now move into the different modes and talk a little bit [1:26:50 PM] modes and talk a little bit about each goal and then some of the big again, high level investments that are being made into expanding the mode share for each one of these bicycle, we hope to expand that by 4% and within the 20 year window and probably the biggest investment in this is into infrastructure. The all ages and ability network is now more than 50% complete, obviously providing safe facilities, as you all were discussing, is paramount to increasing people's usage of those facilities. And use of that mode. We have educational campaigns through our nonprofit partners, through our tdm program such as ghisallo, which is working, doing all kinds of outreach to get people in different cohorts to get out there and use bikes. We have a program called golden roller where they'll work with folks who are elderly to get them on bikes and give them one on one instruction. We're looking at trying to create different data [1:27:52 PM] trying to create different data sets, identify data and the data is important because the data tells us can help us, tell us where to put infrastructure for where to do programs and such. Again, to help improve the outcomes for the different modes . The 15 to 18% of all bike trips logged is actually coming from strava, which I use on the weekends to track my trips. And so I guess it's all getting aggregated, scrubbed to pii and being provided to different cities. So we're getting we're always on the lookout for new data sets, better data sets again to help us with our planning. There are different friction elements like heat and perhaps lack of facilities like showers and facilities. Again, the city could look a for their own staffing to improve people taking on bikes as an option. And the two main things I really want to talk about as far as kind of near term is our metro bike system. The metro bike is our bike share system that is [1:28:52 PM] our bike share system that is managed essentially by capital metro in partnership with the city. We've adopted a lot or brought in a lot of e-bikes into that system and they have been a game changer. The change over the last three years in monthly ridership has gone up Abo 20,000. So bike share I think is going to be a really important element moving forward and getting more and more people onto bikes and using bikes to get around. And then again to kind of segway in with e-bikes is Austin energy has a rebate system where they've seen almost a doubling of applications and they've also increased the amount of money for each e-bike. So I think that as we look in this next 5 to 10 years, we're going to see e-bikes more and more affect how people choose bicycling as a mode. Next slide. Chris, thanks. Okay carpooling, rideshare and other Austin's carpooling rate is lower than [1:29:55 PM] carpooling rate is lower than some other cities and one reason would be is an investment into the infrtructure that incentivizes people to use it. And that would be such as like HOV lanes. It seems king at what tex-dot released yesterday , the HOV lanes will be a part of the I 35 plan. So perhaps we're going to see an increase in that that te of infrastructure also helps transit riders because they'll be able to ride in the HOV lanes R free. We do have some curb management practices providing drop off and pick up Zones such as a avea. And we are working with our nonprofit partners to help work with employers to give their employees and their staff different programs and options for carpooling. And that's done through our transportation demand management program. Next slide drive alone progress. So the total traffic volumes have [1:30:56 PM] the total traffic volumes have now reached pre-covid level, and that's based upon our own data. There are different types of frictional elements that we don't really know how they're going to play out. In effect, drive alone, such as gas prices . There are some incentive programs that we're looking at where we're going to work with different employers to say, hey, instead of providing free parking for all your staff, you could do a parking cash out in which you're providing an incentive, a dollar value to that parking space, to centivize them to find another way to get into work again, we're working with movability and our nonprofit partners to help them work with these employers to identify different types of modes and options for their staff. Next slide, please . Telework I'd like to start with the image here, and I hope you guys can see it because telework has has really proved to be a way for a lot of people to get to and from work. [1:31:58 PM] to get to and from work. Obviously, it was very important during the pandemic, but there seem to be some pro and cons to this that need to be kind of identified and kind of work through. The one that really struck me is if you look at the map there, the darker blue area to the west of I-35 is the darker it is, the more people telework and the lighter it is, the less people tell the work. So I don't know the full reasons for the data different the differential association between the data, but one can make some assumptions that certain folks can tell the work and certain people cannot based upon their job duties. We have seen changes in traffic patterns in which mid day trips have risen, even though the peak trips, the peak time during commutes have lowered. We've also seen differentiations between the different days a week where Mondays and Fridays have lower traffic volumes. Then the mid week and there are policies out [1:32:59 PM] week and there are policies out there, or at least on the city level in which telework is allowed flexible scheduling, hotel policies are also in place . So telework, we do see it increasing by 2039, but because of the pandemic and such, it's very difficult to tell, you know, how this data is going to look over the long term, particularly over the 15 years remaining in this goal. So next plan. Thank you, transit. So I'd just like to say that this is not 100% inclusive of everything capital metro is doing by any means, but some of the bigger things is that we are starting to see an increase in transit ridership, even though it is still below pre-pandemic levels . Excuse me, metro bike passes are now available to be integrated into capital metro's pass. So it is trying to make it easier for people to shift modes using only one app. So the [1:34:00 PM] using only one app. So the customer service component is really important out there. Obviously, major investments in project connect, whether it's the metro rapid lines or the light rail, which it's estimated could be up to 28,000 or so riders per day. And then there are policies in in play to essentially create tods or transit oriented development, looking at land use and how that works with transit and trying to create policies that can create density and create that ridership that will support our transit plans next. Thank you. Walking one of the big investments in walking is our sidewalk infrastructure. We built 2800 miles already. There's still 1500 to go. There's some interesting analysis going on to again, about Shea and how shade provides a welcoming place for [1:35:02 PM] provides a welcoming place for pedestrians, but how it is not equitable between different parts of the community. And I suspect that's probably going to be coming forward. Is policies to increase shade in areas where we have a deficit of that. I'd also like to just point out in walking that we will be launching our livingeets program here this fall and we hope to have a successful build up of that program again, creating a comfortable space within the right of way for people to walk and to socialize . And next slide. Okay. So just again, looking at some of our high level opportunities that are coming kind of in the near term, one is we did apply for a transportation alternative, set aside grant with texdot. We are hoping to hear back from them in October and we applied for essentially a $15 million project. 12 million of that [1:36:02 PM] project. 12 million of that would be federal funds us to expand the system effectively a three fold that would take us into new neighborhoods that are currently unserved Ed it would improve customer service and the assets themselves. We're looking at new ways, as I mention earlier, of getting better data , and one of those is putting out more eco counters. We have approximately 13 out there right now. These counters can collect data on pedestrians and bicycles and they're actually, you know, put it right now pretty much at the entrances to urban trails. But we can see put them in conjunction with transit or other areas to can collect data where are people biking, where are people walking and behavior change. We will continue to work with our nonprofit partners at movability, jesolo and others to help educate the community, to help up have them learn safe practices regarding any of the modes is to take to look at [1:37:03 PM] modes is to take to look at having employers implement programs to support their employees and staff to take alternative modes and what those benefits would be. So next slide . That's it for my presentation and where we're at right now with the 2039 and happy to take any questions. >> I, I love the idea of the eco counter. I'm not sure that was on my radar is there are there tools currently on the transportation website where people can go in and say, hey, I want to be able to bike more in this area and can transportation and public works go look at those areas to fill in the gaps because I'm imagining we're going to be counting where the good lanes already exist and I'm trying to see if there's a way to be proactive about the requests for more lanes. >> That's a that's a good question. I don't I don't know how we're collecting input like that for where we would put the facilities. The eco counter would simply kind of give you the raw data of like where people are biking and how much and what the quantity is. So why [1:38:04 PM] and what the quantity is. So why don't I get with Laura dierenfeld and ask her that and get back to you on that? >> That's great. I know there's one that exists for, you know, sidewalks, crosswalks, stop signs, that sort of information for staff to review. I just wasn't sure if it included bike lanes as well. Do we have questions? Let's go with vice chair qadri and then council member harper-madison. >> Thank you, chair, and thank you for the presentation. One quick question. I guess it's one question with two parts. The first question is how do you think you know, a lot of things we've done in the diocese, it pertains to land use and zoning rules. How do you think that's going to affect mode choice in in the city? And then with I- 35 expansion, you know, kind of on the horizon, how do you think that would also affect mode choice in the city as we move forward? >> Well, I'll take the first one. Yeah I think land use is very important to mode choice. If you can live close to where you work, if you can have a safe route to work, to bike, to walk, then I think, you know, the [1:39:08 PM] then I think, you know, the frictional elements of the cost of owning a car and such may drive people to taking that making that option. I think one policy that's is interesting to me is the elimination of the parking requirement where all of a sudden, again, you're creating a friction to own that car. It's no longer you have your space. So to me, often friction, whether it's in the form of time or cost or such like that, is a driver to make people change their behavior. So I think it's very important. And I also think that in the option Rainey, if you continue to create less dense areas, areas with cul sacs and no bicycle facilities, if you make it harder for people to take an alternative mode choice, then people won't. And the second question was, is yeah, I-35 expansion and how that would affect. >> Yeah, I think the. The construction of it is definitely [1:40:09 PM] construction of it is definitely on our radar. >> And how can we implement it? Tdm Pio programs or policies to help get people around when we essentially close down the major corridor through our city so that I think we have to look at every alternative that we can. And I think biking is going to be one of them and pedestrians. I mean, some of the I don't know all the planning that they have in place, but to be able to get people across that corridor, it's going to take an enormous amount of planning. But they're going to have to include making sure that people can bike. I ow we've talked about it with metro bike and placing metro bike stations in strategic ways so that people could use bike share to get across it. But it is it's definitely on our radar and we are at the table to talk about tdm policies and how we can get get through the next ten years of I-35 and project connect and such. >> Yeah. And then I'm sorry, do you have one more question? Are we collecting demographic data [1:41:10 PM] we collecting demographic data on the different mode categories . I use my call on? >> Do you know if the acs collects the. Yes. >> So the acs data does contain Ann demographic cross tabs. You know, that's not something that we brought to this presentation because it was such a high level. But that is something that acs data does have. Yeah. >> So it sounds like we can it seems like we can slice and dice it and give you different types of demographic cohorts. Okay, got it. >> And then have we, based off the data that you guys have gotten from that, have we have we learned anything? >> Is there anything that might stick out, anything that we've taken a look at enough to be able to kind of talk about what we've seen with the different types of modes by age or anything like that? >> From an age perspective? So we do, you know, for get there, for example, we focus a lot on the 18 to 35 year old [1:42:11 PM] the 18 to 35 year old demographic or, you know, biking and walking and taking non drive alone modes, encouraging that demographic we have found to be more successful, Al than other demographics. But we do work across public works or transportation. Public works with our safe routes to school program. You know, working with jesolo on their golden rollers program for seniors to make sure that all of our age ranges in demographics are chosen or are addressed by all of our programing. So I hope that answers your question. Yeah, great. >> Thank you. You bet. >> And that acs data, does that get does that information get received annually or is that something that happens every 2 to 5 years? >> I guess an annual publishing ? And we will see the next one I think in December. >> Okay. That's great to know because I know there was there were other forms of data [1:43:11 PM] were other forms of data collection that just were on pause because of the pandemic, because everybody that does data analysis and number crunching had been recruited on to different projects that were obviously more pressing at the time. So I was just curious if that was still happening at the national level. Councilmember harper-madison thank you, chair. >> I appreciate it. This is a problem with going behind a brilliant council colleague who's going to ask the questions you already wanted to ask. So one of the things that I had jotted down was, as you said, the I 35 plan. I don't think we have a solidified plan on, in which case I'm just curious and this is not a question you have to answer today. I'm just curious how y'all are tracking how that plan goes. One of the things I put adjacent to that wae 183 plan. So some of the development, about 183 has like a large pedestrian in consideration. And I don't know that I've seen that in any of [1:44:12 PM] that I've seen that in any of the iterations of I-35 yet in a way that's substantial. So I would love for us to for our chair to be able to moving forward, be able to keep us, you know, aligned with. When you say the I-35 plan, which one are you talking about? >> Because I stand corrected. >> It's a moving target. And so there's that. Oh, no, don't stand corrected. I mean, it's not your fault. It's a moving target. I would just like to know moving forward, what does that mean to our constituents? There are some cap and stitch conversations that are actively happening in my neighborhood and in my district where we don't know what's coming next and what that means for pedestrian traffic is that Clyde Warren is that what does that mean? So I would love to be able to follow along actively with you all. One of the other things I wrote a granrote about was this [1:45:14 PM] granrote about was this demographic data. So the chair and I had the opportunity to both experience the magic of multi-modal transit and the terror of Twitter. For going to Amsterdam and just getting to see all ages, all abilities. It was absolutely amazing. Young people in wheelchairs, people with strollers, people on busses, trains and on bikes. I mean, getting to see that comprehensive bike transit and storage and I mean, I think it's a dream that we probably won't see for a long time. That said, though, so when you talk about cycling and mobility, I just have some questions around Eid. So one of the things that we had the opportunity to do while we were there is have them really talk us through how they got [1:46:17 PM] talk us through how they got there. They you know, honesty had built like all this infrastructure and decided it was not mobility friendly. It was not pedestrian friendly. They busted it up. They blew it up and then started over here. I just don't think we're there yet. So moving forward, I'm really curious how we as a community get people out of their Dooley's and get them on bikes. I don't know how we do that, but I mean, I think from a cultural perspective, I'm concerned that we may never get there, in which case I would love to work, collaborate, Leslie and figure out what y'all's ideas are around getting people out of their cars. The single that graph that you all showed about the single occupancy vehicles, it's kind of terrifying. I mean, you know how hot it is outside right now. My [1:47:18 PM] hot it is outside right now. My ac said at 73, B but my house is at 79 because my unit can't keep up. It's too hot. Climate reality is real. And so getting people out of these single occupancy vehicles, I think it's just going to require more in the way of our like outreach and so those are things that I'd love to be talking about moving forward. One of the other things I wrote down was, oh, and I'm so sorry. J.G. You know, you're my favorite interim city manager, but you know, there's a whole situation around telework right now. So as you have that conversation, my hope is, is that you have a direct communication with our interim city manager who is encouraging that we discourage telework. I have spoken directly with constituents for whom the only way they're making it right now [1:48:18 PM] way they're making it right now is being able to telework, N not having a figure out mobility options and childcare options and then being able to telework is exactly how they can make it work right now. So I think there's some incongruence between where we're at at a city management level and what's practical for folks. So my hope is that that's a conversation you all are having at. And if not, I would encourage you to have that conversation. The advocates feel a way about it. My constituents feel a way about it. Our interim city manager feels a way about it. And I think it's a conversation that we really need to have a deeper dive on then there was something . In this one slide about about shower facilities and heat aversion. I'm really curious to [1:49:18 PM] aversion. I'm really curious to know, again, not a question you have to answer today, but maybe a follow up. I'm very curious about that. So, for example, here at city hall, we have shower facilities, but there's two stalls for how many people work at city hall? We got two stalls at and a teeny tiny bike storage facility. I don't know that we're encouraging it. And if we're talking about e-bikes, I can tell you right now we don't have enough charging facilities. Even here at city hall. So so I would love for us to have some follow up about how we can have a more comprehensive conversation there and then the slide about walking, I think about it from an Ada compliance perspective. I'm a person who will very soon have a very [1:50:20 PM] will very soon have a very public conversation about being a differently abled person. The way my lupus is set up, especially with this heat. I couldn't walk around the block even if I tried. And so I think encouraging people to walk is thoughtful. But I think there definitely needs to be some additional layer of conversation Ann around walking. Not everybody can do that, and I think that's a long conversation. We should have around being really considerate, around differently abled people . Then lastly, Ada parking, for example. Pool again, as a differently abled person, I don't even drive anymore. I recognize that the way my lupus has set up my hips and my knees and my ankles, I couldn't stop abruptly if I tried. I'm not a [1:51:22 PM] abruptly if I tried. I'm not a safe driver so I don't drive anymore. That said, though, when I was a driver, I could hang my handicapped placard on my rearview mirror at and park anywhere in the city of Austin for free. I don't think a lot of people know that they can do that. I think they're paying for parking for no reason. I'm not encouraging driving and or parking, but if you need to drive and you need to park, I just wonder how much information people are getting about you could hang your handicapped placard and park right in front of the meter and not pay a dime and that's not something I think a lot of folks know about. So that was something I just wanted to make sure we put on our radar. I think we really just aren't doing a good job of informing people what their mobility options are. Well, thank you for your input. I appreciate that. >> Those are great points you know, I'm old enough to remember [1:52:24 PM] know, I'm old enough to remember when we adopted this smp in 2019 and when telework was one of the options everybody said is that really part of our plan? We're going to reach these goals by telling people to, you know, use their computer at home. And we had no idea what 20, 20 was going to bring. And the fact that we were all going to have to very quickly learn how to work from home with our significant others in the other room, trying to have conversations like in tandem, at the same time talking to each other and saying, what are you talking to me? Know, I'm on I'm on a phone call. And I just think so many families have gone through that over the past few years. And actually found that we can be just as productive whether we get in, know, commute and have to go to a building and all work together, or whether we can do that from home. And so I appreciate your comments. Councilmember harper-madison just about what the past few years has taught a lot of us how people were able to get off the road and spend less time in their cars. And I think that in and of itself got a lot of people into the idea that they could actually change their commute pattern. And there might [1:53:24 PM] commute pattern. And there might be another way to do this. And so I think there's a lot of us on the dais that are worried that forcing everyone to come back and work in the office X number of days a week is something that's just commuting to more congestion. And, you know, the climate change realities that we are all facing right now. It's not this is an immediate future. This is something we're currently living in. I know through my work with the clean air coalition that they are looking at changing ambient air quality standards and they want to lower them. And as the last big city in Texas that's been able to stay in attainment of EPA air quality standards, we're we're going to be close to that line depending on where they put it. And so I think this is just something we need to be really mindful of. But the presentation was very inspiring because even though a lot of us have been lucky to work on things like bike lanes and project connect and shade structures and more tree coverage, there's still more work to be done. And so I think it's inspiring to say, okay, we've we've checked a lot of boxes, but it doesn't mean we get to pat ourselves on the back [1:54:25 PM] get to pat ourselves on the back just yet because there is still so much to be done. And so I'm going to ask a couple of questions or make a couple of statements. And I know vice chair qadri had another question at least that he wante ask. We recently learned at a capmetro board meeting that the fourth street crossing at I-35 is going to have an actual signaled intersection. So people who are on their bikes or petty cabs and walking through that intersect Ann now have the ability to I don't know if they'll push a button or if it'll be a heat sensor, but they are working with texdot to make sure that folks can signal that they want those access road lanes to stop. And it's not just going to be like playing quick, like a bunny across a highway access road, like it has been in the past. And so I'm excited that that improvement is coming . I either didn't know or had forgotten along the way about this idea to expand the metro bike system from 85 to 300 and [1:55:25 PM] bike system from 85 to 300 and that that is being coordinated with texdot. Can you tell me a little more detail about what what that application is, is what's Texas involved and how is metro bike? What are the conversations with the city about those locations of metro bikes? >> Certainly. So again, this is a tacit grant transfer station alternative set aside grant. That's right. It was applied to Texas dot. So they're involved in the review of the applications and they my understanding is that they're going to be announcing the award in October. So a competitive grant that we were looking at in the strategic planning that capital, metro and the city have done Ann we've identified essentially a three fold increase in the number of bikes , which also then would include additional stations, and that would be about $15 million to beable to achieve that threefold, we have a preliminary expansion plan where we would look at [1:56:26 PM] plan where we would look at we've established a number of different objectives and metrics for where we want to expand based upon facilities, based uponsting infrastructure. We would certainly want to try to densify the system because we feel like if we can put stations within about a quarter of a mile of each other, that's going to give people kind of the visual line of sight. We also, you know, there's a station, there's a station kind of thing, which is going to improve ridership. We also want to incorporate stations into current and future capital. Metro stops. So we'd love to have them where the light rail is where different metro rapid are and such. So the idea is you have a first last mile solution. That bikeshare is kind of filling that role. So you get off the bike, you can use the one app, get on the bike, share and get to where you need to go. The text. The other text component is kind of back to the question earlier about [1:57:27 PM] to the question earlier about how can we use bike share to help us navigate the big the big construction problems or projects that we're looking at, whether it's I-35 or project connect or what have you. So we would certainly kind of because as the bike share system is essentially modular and mobile, we can move stations around. We would use that component of the system to be able to try to get people around with all that construction Ann happening. So that's the other that's kind of the discussion around integrating it with Texas plans . >> And I remember that conversation around the more flexible locations so that people could, you know, if something's not working right or more people are trying to drop bikes off in one area, they can essentially pick them up and move them. So when we have these big events and we know everybody's, you know, taking metro bikes from outside the downtown core to inside the downtown core, we can actually have stations there to help make sure that those bikes are being charged and also get good data. [1:58:28 PM] charged and also get good data. >> We get good data from the bike share system so we know how many rides we know origin destination data. We can figure out which stations essentially have the most ridership. So there's a lot of data that can help in the planning that capital metro is do. >> Yeah, I really appreciate that. And I know there's been a conversation for a number of years about integrating the apps because right now metro bike and metro have different apps and so you would have to use one for your bus ticket and then have a completely separate account. With a separate app. You have to open and go figure out where the next closest bike station is. And so I know the conversation is happening and hopefully we can get that a little bit more streamlined over the next year or so if that's possible. >> I think it's going to be a big benefit. Tirz customer service? >> I think so too. Absolutely that might do it for mine. Let's go to vice chair qadri. You're good. Yeah I'll just say it. [1:59:29 PM] good. Yeah I'll just say it. >> I think a lot of the things that were brought up, councilmember harper- madison had brought up, I think the only question I kind of had related to I-35. Again you know, with the widening of a highway which gives more car capacity to folks in the city, how do you think that would might affect people's behavior with with with with everything discussed in the presentation. >> I mean, that's a really good and big question. I think there you know, some of the first things that come to my mind is I-35. While it is used for local traffic, is an awful lot of traffic is coming, is through traffic. It's free. It's coming from San Antonio. It's coming from other areas where, you know, a lot of the benefits that we are implementing and a lot of the infrastructure we're doing is trying to kind of help people with their local commutes. And I'm not saying I-35 doesn't play a role in that. So I think a lot of that's going to be in the [2:00:29 PM] of that's going to be in the design and kind of to your point, I don't know what the plan says as far as how are we creating those east west routes, how are we going to move the local traffic? What are those patterns going to be? And I think those are the things that we need to examine to be able to ensure that, you know, that local traffic has the ability to serve multiple modes, whether it's putting the cap and stitches on, which are amazing. If anybody has an opportunity to go to Dallas or Pittsburgh, they've got some great caps, which are programed like parks. And but at the same time provide amazing pedestrian access across areas that never had pedestrian access before. So that's a very important project. Again, it's a super long term and has its own challenges, but I think in the long term, if we can look at the cap and stitch as a solution and part of that solution is for allowing different modes safe crossing, you know, across that interstate, that's great. Otherwise, I think we'd have to [2:01:30 PM] Otherwise, I think we'd have to look again. What are what are the plans for the cross streets, what type of bike facilities are they putting in there? What type of place making are they doing? So there's a lot of questions, but we've got our you know, we're certainly looking at that as as a legacy project for the next ten years or so. So thank you, Kirk baruah, interim assistant director, Austin transportation and public works department. >> I think the brighter side is we're also working on project connect, which is a generational investment at and our hope is that with the project connect implementation, we're going to see a big modal shift towards transit and the complimentary would be our work on the bicycle and pedestrian side that is going to fill in the first and last mile in the in the trip. So a lot of work on hand, but we're hopeful that with I-35, project connect and our continuous work on the bicycle pedestrian and urban trails that we're going to [2:02:31 PM] urban trails that we're going to get to that 50, 50, 50 more share by 2039, which is our 200th year of our city anniversary. Great. Thank you. >> That's great. >> And I know with the I-35 conversation and the record of decision that was recently released, we would love to have another conversation about that at the next mobility committee meeting. So I know this conversation, obviously won't won't end here on just some of the impacts not only of the ultimate plan of I-35, but you know, how to manage during construction when we've got so many huge transformational projects happening. And one is very much car centric and one is very much about light rail and bike LAN and metro rapid. So it's going to be interesting to see how that plays out over the next couple of years. I had made one final note on one of the slides as with the Austin energy e-bike rebates, there was a post that went out on Reddit, I believe, maybe a week or two [2:03:32 PM] believe, maybe a week or two ago, and they said, hey, there's a local source in town that sells bikes and you can use your e-bike rebate to get one of these. And they were on sale for like half off. And so it turns out there's hundreds of these bikes that have been ordered in town. And so as we document how many of the Austin energy e-bike rebates have been tabulated for 2023, I think it's going to be really interesting to see what happens over August and September, because I went to go look at that store the other day because I heard there were boxes everywhere from my chief of staff and there were bikes everywhere. And they were telling me they were getting them in by certain colors. So they got like a bunchgreen ones one day and a bunch of Orange ones another day. And so there are tons of folks in town that are utilizing this rebate and actually saying, I want to try e-bike being a bigger part of my commute and my entertaining and how I get around town and run my errands. And so I think that in and of itself, you know, doing the rebates, having discounts from people who sell bikes is [2:04:33 PM] people who sell bikes is something that's really, really huge. So keep, keep, keep your eyes open for that because I think those numbers are going to go up. >> And that was on Reddit. I'm asking for a friend. Yeah it was rey. >> But yeah, they've got a couple of bikes that that were about half off. So they're doing their part and we want to do our part. And I think together we can actually make some of this mode shift happen. Ann and just one last point, the change in the bike share system for metro bike, it's going to also be transferred to a total electric platform. >> So those those I mean, there might be some manual bikes, but the idea is to make it totally electric. >> That's great. And I know we've had conversations around, you know, fleet electrification, not just with city fleet, but with ISD busses, capmetro busses. You know, there's a lot of folks that are trying to at least tackle the smog part of it, even if, you know, it's not a bicycle, there's still better ways to get around town that are healthier for the environment than than regular cars. Do we [2:05:34 PM] than than regular cars. Do we have any. Councilmember harper-madison. Thank you, chair. >> I appreciate it. Having had you all ask your questions, I was inspired to ask a few additional questions that, again, don't need to be answered today. But moving forward, maybe this is even something we can take up at a future date perspective of I really appreciate that. One of my council colleagues brought up the regional component. Given the affordability problem in the city of Austin and how many of my folks are coming in from niederwald and Harker, Harker heights and Georgetown town and Taylor, Tyler, Buda, hays county . I am curious to know what that sort of long term strategy looks like from a multi- modal perspective and then also given the expansion, added Samsung. A [2:06:35 PM] the expansion, added Samsung. A lot of folks don't recognize that Parmer and dessau, that's district one and there's a massive expansion going on down there. And I can tell you right now there is no infrastructure that would facilitate this kind of multi-modal all comprehensive expertize and consider location. So I'm curious what that looks like moving forward. Then one of the other things I wrote down was about, so I recognized I have within a 1.7 mile radius, I have four income restrict housing developments. I don't think, you know, first last mile folks ever recognize how many people who live in the projects. We're going to be using these scooters, but they bank on them. They need them. And so if we're going to have all these new e-bikes and possibly new scooters, they don't have bank [2:07:36 PM] scooters, they don't have bank accounts. So I know that there are some cities around the country that make it so it's not required that you're a banked person in order to be able to access those things. So from an equity perspective, I do have some curiosity and would love to get some follow up about what that looks like for folks who need to access these multimodal devices but don't have bank accounts so they can't charge a card and then actually I'll speak to that really quickly just to say that I'll follow up with you on that. Okay. I look forward to it. Well not just me. My hope is that you'll start with the chair and then we'll all get the information. >> But the metro bike system does have some programs to help folks who are unbanked be able to access the system. >> How do those folks know about it? >> I'd like to get back with you so I don't misspeak, but I do know we have programs. I think, through the library and such where they can then access passes that'll help them use [2:08:36 PM] passes that'll help them use that system. >> And I would really appreciate knowing about that because I got to tell you, there's a lot of folks out here walking in 100 and we're walking on the surface of the sun right now, and they're out here walking around . If they could be riding a bike. But recognize that they don't need a bank card in order to do it, you could have made somebody's day to day. You understand what I'm saying? And then the last thing we were talking about from an Ada compliance, I know we talked about bike share, but there's an organization in that helps our older community members get around without being on two wheels. They get to be on three wheels. Do we have any three wheel options that are being made available? >> Well, right now the bike share system, which is what's in our purview, does not. But we've been having discussions with capmetro who would love to do something like that with three wheels where folks don't have to [2:09:36 PM] wheels where folks don't have to be able to hold themselves up. >> Right. >> Exactly. >> Based on mobility. Require payments. >> And I don't know where we're at in that in making that progress. I mean, we've got a lot on our plate with the metro bike, but I can only imagine. >> But if you could add that to your list. And then the one last thing I'd add to that list is when people need to get a baby around. If we have the opportunity for them to have of like carriers for babies in the back, what that looks like, I don't know what the requirements are about how permitting and all that, I don't know. But J something to add to the list in terms of accessibility. Okay thank you. Thank you. >> I love that idea. And it reminds me of how many times I see folks on the trail and they've got a carrier with an old dog in the back. And I'm like, that old dog is still getting out on the trail and getting out and getting some fresh air and going for a ride. So we certainly appreciate that that is on your radar because I [2:10:36 PM] that is on your radar because I think that's a great topic and I wish I had a picture of Jacob in his bike because he's got a cargo bike with a seat on the back. >> And I think that's that's your station wagon, right? Yeah two seats. >> See? So show me a picture. >> It didn't happen. >> That's out. >> You'll. You'll have to bring them on the next group ride that we put together for bike month. That would be quite entertaining . Yeah, exactly. Any last questions before we move to the next presentation? I think that does it. Thank you. Thank you guys. That was really helpful. Next up, we have our biannual vision zero update. >> All right, good afternoon. Committee members. My name is Louis Leff. I'm the acting assistant director at transportation public works. I'm going to provide the update, our biannual update on the vision zero efforts in Austin. As you'll recall, we first adopted as a community vision zero back in 2015, and we have reaffirmed that ctment to zero traffic [2:11:36 PM] that ctment to zero traffic related fatalities and serious injuries multiple times since then. The reason we do have a vision zero goal is because of the people on this screen and those that we've lost in the past. You know, it's important to remember even though we've got some of the best data, we'll talk a lot about statistics today and percentages and absolute numbers. All of those represent somebody that somebody is usually a parent or or definitely is child. It's somebody's friend or neighbor. It's somebody that is a part of our community in some way. And that loss is felt by many more people than just their family members or their friends. We also have 500 plus serious injuries that happen each year. So what we use is this years of life lost to recognize that the public health impacts, you know, we're we're having people not be able to experience a full life here in Austin and that 1371 years just through August is the number of years of life that someone doesn't get to experience because they premature early were killed in a mostly preventable car crash. In our community. So jumping into [2:12:37 PM] our community. So jumping into the data and trends, I'll start with the high level statistic, which combined which is our vision zero goal fatalities and serious injuries are down 16% in 2023, just compared to this point last year through August 1st. Fatalities are down by three people during that time frame. 5% serious injuries are down by quite a bit more, 18% in that time frame. You know, we have great data. I keep saying we have some of the best data in the nation in the world around vision zero efforts. But the reality is, you know, each day to day, week to week, month to month isn't as important as the long term trends. And all of those numbers are great. We're pointed in the right direction, but those are coming off of record highs here in Austin. So we're in the right direction. We want to keep seeing that progress. We think we're making a difference with the investment we've been able to make through multiple community supported bonds. But we've still got a long way to go to get to zero. So let's break it down a little bit more by modes. What we've [2:13:38 PM] bit more by modes. What we've seen is a relatively flat level of fatalities for people in motor vehicles. That's drivers and passengers as far as fatalities go. But what we've seen is an increase in some of our vulnerable user statistics. So bicyclists, we've had four fatalities in 2023 already, and that was a number that was one for the full year of 2022. In prior years, four was the maximum number we've seen in recent years. So having four early in this year was a a little bit alarming. While serious injuries for bicyclists are down quite a bit, but pedestrians, we'll talk about more in the next slide or two. But fatalities continue to rise and the pedestrian mode seeing that increase about 5% while we are seeing serious injuries down quite a bit for pedestrians as motorcyclists had a had a large jump last year. And so we've seen a major decrease this year getting back to more normal levels, if you will, and serious injuries are down there as well. So serious injuries down across the board, but we are paying close attention and trying to make a lot more intentional progress on the pedestrian and [2:14:40 PM] progress on the pedestrian and cyclist aspects of our vision zero programs. So as I mentioned nationally, statewide, a lot of cities leading cities that we are pure city with, we've seen those pedestrian numbers and bicyclist numbers rise over the years. It's become a trend that we've seen that's reflecting a few different factors. You know, there are theories out there that the larger the vehicles that we're seeing on the roadways with SUVs being over 50% of all car sales now we're seeing that impact things. We're seeing, you know, aggressive driving. That's happened in the past few years, particularly with the start of the pandemic. Wide open roadways. We've seen some impacts there. And people are L walking and biking to get to places. So we're seeing that impact play out. And you can see that Austin data on the right looking at fatalities now, pedestrians and motor vehicles as of last year were at an equal level. You know, first time in a few years that's been the case. And even with rising numbers, we're seeing the pedestrian numbers increase more than others. As I mentioned, motorcyclists had a large increase last year. Thankfully, we're not seeing that this year [2:15:41 PM] we're not seeing that this year . Bicyclists have been relatively flat for years. And that increase I mentioned earlier, we've already seen for this year. That's what we're trying to pay attention to as well. Another way to look at the data is just about ownership of the roadways on system. Roadways are state owned roads, off system, our city owned roads. We've seen a concerning trend here and this isn't about who owns the road on paper. You know, it doesn't matter what that ownership is on paper. The reality is certain roads are designed in different ways depending on the purpose of that roadway. And what we've seen is the increase in recent years on on system roadways reflects those higher speed, less enforcement, more aggressive driving on those faster, wider roadways. We're seeing the fatality numbers increase as well over time. And so last year, we saw a 75% of fatal crashes happened on system. And this year we're right around the same number, 40 of the 54 fatal crashes. So far this year have been on system. What you've seen on the off system roadways is something that's really bucking the trend here in Texas, at least we have peer city call in [2:16:41 PM] least we have peer city call in Texas and almost everybody has seen off system and on system road fatalities increase whereas we've been relatively flat over a57 year period. >> Could you I hate to interrupt. Could you explain a little bit about on system versus off system for folks who don't know those words? >> Sure. On system reflects a state owned roadway. So if you're thinking about one of our interstate freeways as highways, you know, roadways like farm to market, road, ranch to market roadways, 20 to 22, 366, 2183. I-35 five. Ben white, all of those are state owned roadways and including the frontage roads there as well. Typically, those are designed for maximum throughput of vehicles. And when you design for that, that sort of outcome, you're going to see higher speeds, you're going to see more likely conflicts at higher speeds, particularly with people outside of vehicles. And so that trend that we're seeing reflects kind of how those roadways are designed and how they'ropoperated, what those those are for. And then what we're seeing in the off system hopefully reflects some of the [2:17:42 PM] hopefully reflects some of the investments we've made locally in the ten year period since adopting imagine Austin complete streets policies, looking at the investments we've made through multiple bond programs in bicyclist and pedestrian infrastructure. So keeping those roadways as as low as we can, trying obviously to keep all of the deaths at a lower rate by working with our partners at Texas. Dot is an ultimate goal that we've got. So key takeaways, as I mentioned, 16% reduction in 2023, which is great, pointing in the right direction. That is coming off of record highs from last year and the year before. Pedestrian fatalities continue to rise and bicyclist fatalities are already higher than last year. Already meeting kind of the totals from recent years. So hopefully we'll see that stay flat for the remainder of this year as I mentioned, nearly three out of four on a regular basis. The last couple of years. That's some of the highest percentages that we've seen are happening on those state owned roadways. And another piece of information that we look at, too, is just when and where these are happening. So not only where but when these are happening, majority of these crashes are [2:18:42 PM] majority of these crashes are happening in just a third of these of the day so 8 P.M. To 4 A.M. There's a number of other factors at play during that time. Criteria like drowsy driving, impaired driving, looking at the lighting around those particular hours and whether people can be seen when they're out of vehicles in particular. So that's another trend that we've been paying attention to for years and starting to work towards infrastructure solutions that will help solve for that in some way. So let's talk a little bit about the safe street designs. And I want to mention particularly bond funded intersection projects. You know, we've had great community support throughout, including funding specific funding for vision zero in multiple bond packages since 2016. We have, as of August 20th, 23 over 20 intersection projects completed and over 40 projects in various stages of design or scoping. When you're able to have multiple bond programs, particularly ones that that increase in dollar size, that gives us the ability to ramp up our efforts earlier on and try to get more of these location [2:19:42 PM] to get more of these location done in a shorter period of time . We've got three projects in active construction, which is usually what we're aiming for. So continuing to have that flow of projects in construction, in design and scoping and one highlight that I want to mention too is just that hopefully in the next month or so we will be complete on the vision zero related major intersection safety projects from the 2016 bond. We'll have a little bit of funding left to do some lighting projects at those locations that were mentioned in that bond package. But an exciting achievement nonetheless. I'll talk a little bit about what that looks like. This is one of this is the last major intersection safety project. This is Barton springs in south first just across the bridge here, you can see the types of infrastructure improvements that we're doing. This is following internal national best practices. This is becoming our standard of practice to make sure that we're doing things that are going to benefit all roadway users as signal upgrades to be able to have more efficient movement of people in vehicles protecting those left turns where we can to make sure that those conflicts are reduced and minimized wherever possible. [2:20:44 PM] and minimized wherever possible. Protected design really looks like those those kind of light, pink colored, Orange colored facilities for people that are on bicycles in particular, it's got extra barriersund the corners to make sure that vehicle drivers are able to see people that are actually in those bicycle facilities and Ta T those turns out a little bit slower speeds. We've got raised medians that are part of this project which is helpful for driveways that are nearby. These intersections. So we don't have those conflicts and just want to mention the benefit to drivers of having some of these treatments, being able to reduce the number of crashes means reducing the number of delays that people have to experience because of those crashes. A lot of traffic congestion can be attributed to vehicle crashes. And with over 13,000 reported crashes each year, being able to do some of these improvements, reduce the number of crashes, not only reduces travel time delays because of those crashes , but it reduces the number of emergency service vehicles, people that we have to be out there on the scene and it gives everyone a chance to, again, get to their destination safely. So we're excited about the progress [2:21:44 PM] we're excited about the progress we've made on those safety intersection projects. One to nation a couple of different areas of our program. This is the highway safety improvement program. This is our federal funds that flow through our state of Texas and get distributed based on the need and availability of funds. We've got multiple safety lighting projects and multiple signal projects that are using a couple of rounds of highway safety improvement program funds. One of the images you're seeing there that's south congress and ramble, that was a new traffic signal. We saw a pattern of consistent crashes. We knew that a signal would be able to address those and that project was just completed a few months ago, gotten great feedback from the community, particularly south Austin area residents being able to cross that facility safely with those crosswalks that were not there before being able to drive through that location safely and make those safe returns. A benefit for all the roadway users there. I want to talk a little bit about safe street design from a systemic safety perspective, we follow what's [2:22:44 PM] perspective, we follow what's called a safe systems approach that's really based on international best practice of what vision zero is all about. Over the last few decades, it's been done in other places. More recently in the United States. What that means is that you're not just reacting to a history of crashes that a location. You're looking at those conditions that can lead to those severe crashes. You want to be able to be proactive and have this phrase that we're becoming more accustomed to a bias for action to be able to take action at these locations before they become a problem location, before someone has to someone's family member has to lose their quality of life before that serious crash happens. Being able to take action and address those locations. So we had a curve warning project where we addressed 40 locatiosome had a history of crashes, some did not. But being able to put in things like those bumps on the ground, those are reflective pavement markers, rpms, so that it's more visible to people making those turns. We had curve warning signs. We had flashing beacons. This is all part of a section of north Lamar and we did that at 40 locations over the last period of maybe 6 or 8 months. Being able to do things [2:23:45 PM] months. Being able to do things like left turn calming pilots. You know, we've heard a lot about some other successful vision zero cities in the united States, what they've been able to do to be able to slow those turns around, those driving those drivers, making left turns so that people walking, people pushing strollers, people in wheelchairs can get through that crosswalk safely and that drivers being able to see them at the right angle as they're making that turn. So we've got the left turn calming pilot that we're hoping to do at a dozen locations or so, and we'll get that started hopefully by the end of this year as well. I mentioned some of the issues that we've seen with something like 50% of our fatalities happening in just a third of the day. That overnight period from 8 P.M. To 4 A.M, being able to have a well lit roadway. Infrastructure is really important. And so we've noted in some of those grant funds that we've applied for and some of the analysis we've done, we've got a number of locations where we see a consistent pattern of crashes that are happening at night. And so we are using some of those bond funds, some of those grant funds to try to do [2:24:47 PM] those grant funds to try to do some improvements along some of these stretches at the major intersections that were part of the 2016 bond. We're going to try to do some upgrades there. And then following up on three corridors in particular that we've identified already being able to implement some lighting improvements, add some lighting transfer form some of those high pressure sodium bulbs into led bulbs and be able to have a lot more visibility for people both driving and outside of vehicles as well. So we're hopeful that's just the start. Hopefully in the next couple of months you'll see on your council agenda a contract for some of the early lighting projects through the cip program. And we're excited about where that's headed as well. Chair I always hate to interrupt the presentations, but I do have a question here. >> Based on some of the information I've received from my friends who work in public safety, there are some hotspots is what they call them bars that let out late and people who are smashing themselves and other people up. I just wonder if there's some direct correlate nation between the safe street [2:25:48 PM] nation between the safe street design and working actively with public safety departments to get some of those hotspots under control. >> Yeah. Committee member obviously we don't control enforcement of course around those times day, but the truth of the matter is yes ma'am, some of these bars that are letting out at 4:00 and people have been drinking all night and they're smashing their cars up all night long. >> Yep. >> And so we've got a vision zero leadership council that includes our public safety agencies, includes our transit agency, includes texdot, aid. We try to bring those folks together because vision zero is not just a transportation public works program or initiative. This is a community wide initiative. It's going to take everybody from law enforcement, prosecution, courts, public health, side of things is really critical. And so as we talk about policies and codes and things like that, our public health partners have been fantastic. Our public safety partners have really informed us on a lot of the work that we do. So it's definitely part of the overall conversation is continuing to work across the board with E agencies. Thank [2:26:49 PM] board with E agencies. Thank you. Yeah. So I'll mention, you know, the major grant that we applied for and were awarded earlier this year, safe streets and roads for all, a historic investment by our federal government to try to make streets, streets safer across our nation. And that was a $22.9 million grant. We're using about $5.7 million of community bonds to as a match there. And that's going to include a variety of different types of initiatives and categories of types of projects that we want to do. We've committed that at least 50% of those funds are going to go to historically underserved communities as ded by the us dot. But we think that number is probably going to be much higher at the end of the day. Once we get through project selection and start to move that forward, we are literally waiting and hopefully in the next week to get that grant agreement actually completed. Appaly it takes a little bit of time to work with our federal government to get some grant agreements, but we are getting there and we expect to be coming to council hopefully, Lee, next month or tw to be able to move that grant agreement forward and then [2:27:51 PM] grant agreement forward and then appropriate those funds and start getting projects identified and out the door. I also want to mention that 2023 was another round of safe streets and roads for all funding. And we did submit another application, hope to hear about that in the next couple of months as well. And that was really a major pedestrian focused grant application, a lot of pedestrian hybrid beacons, new crossings, being able to address some of these major gaps that we've got across our community. So one of the project highlights just want to mention, I mentioned that overnight period, you know, working closely with Austin energy, we want to develop a citywide lighting plan. It's not just about the identified identification of historical crashes at nighttime locations. You know, we've seen success with west campus ligining study and implementation there, and we want to have a proactive way to really address the lighting system across the board. And understand where the priorities are, try to understand from the community side what kind of locations they're seeing are that are problematic. Have guidelines and standards that [2:28:52 PM] guidelines and standards that are consistent applied across our city government through a different projects done by different departments. And then talk about kind of that organizational analysis and review of who is best to deliver these types of projects. These are usually filling gaps goes beyond what Austin energy is typically done, also goes beyond what transportation public wor has done. So where does it best fit? What is the funding going to look like? And then try to get towards an implementation plan to prioritize and implement over time. That lighting study also want to mention that we continue to have an eye towards equity in the work that we do. We updated our vision zero equity analysis, we understand that certain parts of our community are disproportionately impacted baffic crashes and that usually falls to socio economic and race and ethnicity types of lenses. So black austinites make up 16% of the people killed or seriously injured in crashes where there are only 7% of the population. Ann. And so that overrepresentation is pointing us to an issue that we've got to try to address, and we've started to use that information in different ways. We're trying to reform our project and [2:29:53 PM] to reform our project and program prioritization frameworks to better invest in those areas where those disparities exist. We want to be able to evaluate the impacts of those investments and see how that's better influencing the decisions that are that are made out in the roadways and making sure that people can cross the street safely wherever they are, and then continuing to pursue these equity focused grant opportunities. Again, safe streets and roads for all major component of the grant award system was about how much you're going to be investing in underserved communities. So we'll continue to pursue all of those avenues where we can. I'll mention just really high level. We need to continue to double down on the strategies that work . We know that what we're going to do, moving forward is continue to expand and grow the scope of the work that we've done. We've seen at intersections a 30% reduction in serious injuries and fatalities in the places that we've invested over time. We'll continue to evaluate that. We kn that the grants that we've been awarded are going to have a major impact. Being able to sically add another third of [2:30:53 PM] sically add another third of our bond capacity just through that federal grant, we'll be able to achieve a lot more. We want to expand the use of these high impact strategies that have been successful for years and decades in other places. We've got to do more of them here. You're going to start hearing a lot more about roundabouts. I know there's some concern that people might not be very familiar with them, but the way to get more familiar is to do some education campaigns, implement more of these roundabouts moving forward and people will start to realize that the benefit is there not only for the safety, you know, 90, 80, 90% reduction in severe crashes, but you can actually get some climate benefits by having more clear and consistent throughput through intersections . You've got some resilience built into that by not having signals that you have to maintain, you can still get people through those intersections in inclement weather and extreme weather events, a lot of benefits to roundabouts, lane conversions as part of the mix, as well. What you're seeing on the screen is south pleasant valley road, right near longhorn dam bridge. What we did there was be able to better utilize that right of way space to what we saw through the and analysis and evaluation . And what we've heard back from [2:31:54 PM] . And what we've heard back from the community is just overwhelming support for that project in particular. And you can see what the impact is. You know, you can see going from ten people all seriously injured or killed annually to two after the first year of that treatment being in place. And that's eight real lives that will not be impacted by traffic violence in that location. And we want to continue to see that sort of success throughout the community street lighting I've mentioned and systemic projects are going to be part of the mix. So we've got an all of the above kind of approach. We want to know what works and what's effective and continue to work towards those particular strategies whenever possible. So I'm going to pause there and make sure that we've got a chance to have conversation, answer some questions, have discussion. Ann just want to show this image. We did hire a couple of local artists to do something on the Odom pavilion right near Cesar Chavez. They used actual quotes from people that have been impacted by severe traffic crashes, and this one really sticks out. So hopefully you've seen that. And if you haven't, please go take a look. But I'm here to answer any questions or have any discussion you'd like to have. [2:32:55 PM] to have. >> That's great. Thanks for the presentation. Do we have questions or comments? Councilmember harper-madison I'll be brief by way of my anecdotal experience. >> My sisters were involved in a severe traffic accident when they were 15 years old and one of my sisters ended up in a coma for four months and. And just thinking through it felt like there was a distinct lack of support. I think maybe the hospital system was maybe more responsible than the city of Austin. But I just wonder if there's anything that we have along those lines like, you know, APD has victim services and, you know, we have these supports. I wonder if we have any services that are adjacent to families that are going through, you know, that slide that you showed with those traffic fatalities. It really it hit me and I watched my family go through that. Me and my mom slept at healthsouth for five [2:33:58 PM] slept at healthsouth for five and a half months, you know, while my sister was going through it. But that said, I just wonder if we as a community, as a body, if we offer any of those supports. >> Yeah. First, let me say I'm sorry that you had to deal with that and the reality is that 600 or so families are dealing with this every single year in our community. And so almost everybody knows somebody who's been involved with or part of a severe crash, which is a terrible thing to think about. There is a group called central Texas families for safe streets. Th a nonprofit group based on an advocacy group and support group in New York City. It's a local chapter here. They're part of other groups like safe streets, Austin as well that are out there to advocate for safer streets, but also to be that support system. I know our city of Austin, you know, you mentioned the APD victim services group. They've got some fantastic staff. I think with public health and psychology backgrounds to be able to help through victims, through those [2:34:59 PM] through victims, through those particular situations. And so, yeah, I think there's always room for improvement there to be able to provide that support. And the mental health impacts of this can be long lasting forever lasting for a lot of families. And so that's that's a real issue. And I think we've got some more of that kind of bubbling up in the community. And I think there's a real role to play for those nonprofit groups and community groups to be able to serve that role. >> I wonder if there's a way for us to, as a body offer those advocacy organizations an opportunity to help us really get some comprehensive services in place. It really is a traumatic event for a family. That sounds like a great need and a good idea. >> I'm wondering if other committees might also have an interest like either public safety or public health, and trying to understand for families that need support like that, what is what is it that the city can do and where can we step up in places where people are affected likat? Thank you, chair. Vice chair qadri. >> Thank you, chair. One quick [2:36:01 PM] >> Thank you, chair. One quick question. To what extent are we working with texdot to ensure that the new design prioritizes safety? >> So the which design that the new design prioritizes safety, the new design, the I-35, the latest rendering, I guess. Yeah I know that our department's been working closely with them for a long time at this point, looking at the different options, particularly about safe crossings. You know, a lot of what we see particularly pedestrian fatalities along I-35 and frontage roads, are about a lack of safe, accessible crossings. And so I think there are at least three crossings in that central section that I'm aware of that I remember talking about that we're talking about funding, and they will be able to design in those elements so that we can put those that infrastructure in place. A lot of it is about not, again, crossing those those barriers that that I-35 and that number of lanes actually presents. There as far as the other design elements, obviously being able to design for a slower speed, [2:37:01 PM] to design for a slower speed, generally, I think I think what I've read and please don't quote me on this, here we are, I think what I've read is they've committed to frontage roads being at a lower design speed and speed limit than than they typically are. And so I think that's progress there. So there's a lot of different elements that come into play, particularly when you're talking about a non controlled like a freeway type of lane that doesn't have traffic signals or stops. If you've got consistent wide open lanes of traffic, you're going to see higher speeds. So whatever we can do along those different elements, frontage, road and crossings, I think that will help over time. >> Yeah, I mean, I guess my only fear would be that these like wider highways would would encourage folks to just drive really fast tonight. Right like regardless of what a the speed actually might be, I lived in Houston for a bit. Go to grad school there. I think it's I-40 five. And I remember going, you know, from from campus to visit a family member. And it was just I don't know, fast and furious right there. Right. It was just [2:38:02 PM] right there. Right. It was just people were not going 70 or 75. I think they were going more like 100 plus. So. Yeah, completely agree. >> There's always the conversation around why do people speed or what is the safest speed to go? And there's always this conversation around , is it because you see a cop car or you don't see a cop car? Or is it because the road is actually designed in a way that tells you how fast you should be going? And I think most people intuitively know, hey, if it's big and wide and straight, people are just going to go as fast as they can and they might be matching the speed next to them. It might be completely, you know, just their subconscious. They're listening to music or they're thinking about something that happened during their day and they're not paying attention. Ann to oh, I'm actually going a lot faster than I thought that I was. And so there has to be that conversation around, you know, the road can do so much to slow you down if it's narrower and it's got turns and just all these natural things that make people kind of slow down and take a little more caution with what's happening. Did you have [2:39:04 PM] what's happening. Did you have any more questions? >> No. I guess my only other question and if you can if you can answer it, great. And if you can't totally get it, but I mean, you know, does does the transportation public works department feel like they're at the table with dot and that these concerns are being heard and worked on? >> Yeah, I think our department's been very active in the design process. I think there's been regular coordination meetings. I haven't been directly involved, but I know our engineering team in particular has been very involved and consistently providing input and feedback on the different stages of scoping and design. And so I think there's been consistent communication throughout. You know, at the end of the day, textiles got their design standards, they've got their project goals. We might have a little bit different policy goals or design standards that we would apply. But again, that's coming back to what we talked about before that on system versus off system difference, the purpose and goals of the project just might be different from what we might do on a city street. And so when you're trying to move a lot of vehicles through quickly, it's just a different kind of goal and outcome that you're going to [2:40:04 PM] and outcome that you're going to see with the design and where you're headed with that. >> Yeah, I mean, I think it's been said by many folks on the dais, you know, with the 35 expansion, this is a huge moment for us as a city. And as a state and taking our time and Doi it carefully and with people in mind is really important. So I know our office and other offices are going to continue to have conversations because a lot of us are in a fan of the expansion, but we're trying to make it, you know, the least ugly and most safe version of it as possible. >> And there was a point you reminded me of earlier, and it was the council has provided direction on at least two occasions. I think, of what those speed limits should be for frontage, roads and understanding. There's a lot of streets where people are making a right hand turn that are right in neighborhoods and those speed limits might be 30 miles an hour and we need to make sure there's some sort of slowing down on the access roads so that people aren't flying into those neighborhood streets, not realizing it's not wide. And there's homes very close to the [2:41:04 PM] there's homes very close to the road and other things like that . My question is about the lighting implementation plan and the guidelines for the city code . Is this something that has federal standards like a lot of other building standards do, or is this something we're creating from scratch out of ideas that you have found along the way? Well it's actually Austin energy. >> They've got illumination design guidelines that they've had in place and they've updated over time. I think a lot of that is based on either federal guidance or federal standards, best practices generally. So I think they're always looking at what other utilities are up to and how to make that lighting the best it can be. And thinking about those elements, as we talked about high pressure sodium bulbs versus led bulbs, a lot different energy usage, their visibility spacing between the lighting fixtures. And so I think what we're talking about doing here is taking another look at those standards and whether or not that's meeting our policy goals as a city. You know, S&P goals might not have been referenced by Austin energy ten years ago. That didn't exist . So how do we start to update [2:42:05 PM] . So how do we start to update our standards and guidelines for those types of projects using the latest policy direction that we've gotten from council and community support? >> That's great to hear. I know we trust on the expertise over at Austin energy on a lot of different lighting issues that are either roads or other sorts of public safety issues that we've had along the way. Are there any other questions? I think that covers it. Thanks for the presentation. Thanks for the work you're doing. Thanks well, that does it for our briefings today. We've got a couple of topics that we're hoping to be able to identify for future meetings in September. We hope to cover ongoing conversations around autonomous vehicle operations in Austin and vice chair qadri had requested an update on the Cyprus and shoal project, so we hope to bring that to the September meeting and then potentially I-35 update, given that the fees and the road have been sent out and then talking about cap and stitch on opportunities, which obviously we spoke about a [2:43:06 PM] obviously we spoke about a little bit today. But we'd love to get into a little more detail about exactly where are those plans currently. And then for October, mobility bond updates for the 2016 corridors. This was an item that we had on our may mobility committee meeting agenda and we just ran out of time because we were having conversations about other important topics that happened to be on that day's agenda and the safe routes to school program. Update. So those are slated for October and then November. Fleet electric an update that council member Harper Madison has requested. And we would hope and wed to reach out to the good folks at capmetro and aid to see if they would like to and have the capacity to be involved in that conversation at that point in time. And eventually we will have update our next calendar for the mobility committee for 2024. So we've got a number of other items that we still haven't really plugged into the next month. But if you have other ideas, feel free to daylight them today or shoot us an email and let us know some of the other topics that you folks might be interested in seeing [2:44:08 PM] might be interested in seeing over the next couple of months. Councilmember harper-madison I mentioned it very briefly, but just to revisit the conversation around unpaid people being able to get access to mobility options, as I know, that's one of the conversations that I've had with capmetro folks and I think it would be really good for us to cover that and it's part of their consideration when thinking about apps or kiosks or how folks are able to access those services. And I think that's a great topic for us to cover. >> So I would appreciate that. Thank you. Appreciate it. Chair thank you. >> All right. If there's no other topics for today, it is. 2:44 P.M. And I will adjourn the mobility committee. Thank you, everyone.