It's technically still a council.

Where's the air?

In Argentina businesses.

That's gonna be their less.

Yeah, right, yeah, yeah.

So you can move to local should move that.

So there's like a whole economic development theory about like attractive traffic.

Yes.

Like there's a whole thing.

Oh yeah.

Um this gym was.

These might be a comments.

Alright, why don't you guys come on up?

We don't need a uh welcome back.

We don't need a uh quorum so we can get going.

Sounds good.

Right at so just some housekeeping.

Um we're having some technical technology issues.

So yeah, speed big, but you still I would still turn this on so that people in the room can hear you.

But the live features will require the boom mics.

Okay.

And those mics are live, they're hot mics, so they never turn off.

So even if you whisper into each other the say bad things about us, it's gonna be good.

Yeah, just lean in.

Yeah.

Got it.

So we would never do that though.

Does anyone sign up for public comment?

So the clock has hit 10.

Uh I'll go ahead and call this meeting transportation mobility to order.

Uh could you please call the role?

Uh slide.

Present.

Present.

Nailed it.

Alright, so uh there's no legislation today.

We have a uh hearing or a presentation from Bike Cleveland on the bike and pedestrian crash report.

Uh I will note if uh the uh clerk could please uh excuse absences for Councilman McCormick and Councilman Santana who are both traveling and uh reached out to me.

But with that, I'll I'm gonna turn it over to you guys, and uh we are here to uh be briefed by you, so go for it.

Please introduce yourselves and then uh we have the presentation all cued up.

Yes.

Hi, I'm Jenna Thomas.

I'm the advocacy director at Bike Cleveland.

And I'm Angela Trevisano with June Deta, and I helped Bike Cleveland compile a lot of this data through it together.

Alright.

Yeah, so first we wanted to just start and make you all aware of who is really deserving of the ancient recognition in a lot of this work.

This was not just us operating on our own.

There are so many different partners at all different levels, particularly within local government here.

And first, a lot of this report and a lot of this analysis couldn't have even begun or taken place without the public records team in the Department of Law and in the Division of Police.

So much of this work involves pulling a lot of this original information that's generated by the division of police, particularly incidents reports, which you may be very familiar with if you've ever wanted to know about a particular incident that happened in your ward or anywhere else in the city.

Um we also do a lot of pulling of surveillance video from real-time crime center.

Uh so the flashing blue camera lights at many of our major intersections.

Oftentimes there's also a lot of collisions that take place at those intersections.

So because they're public records, we do request those because they do often shine a lot of light on that.

So public records team, they look through some sometimes nasty video of crashes with us.

I just so very much want to acknowledge their work and time in helping make this study possible.

Yeah.

Yeah, and also um a big shout out to Urban AI for helping make all this data public.

I think Cleveland is especially unique in how much it makes available to its residents, so we appreciate that.

I also want to give a shout out to uh City's mobility team, uh, which I know are working really hard on addressing some of these issues, and also thank you guys for having us here.

Um your staff was so great with helping us get this set up, so I did want to mention to all the first responders, especially the dispatchers who are taking these 911 calls.

We learn a lot about their work and how challenging and chaotic it is for the dispatchers to figure out what's going on, which is a phone call, but also fire police CMS.

And also all the bystanders, whether it's doctors just trying to get a drink and then seeing a crash and performing CPR.

There are real people being real heroes.

Cleveland water blocking off, rolling up on a crash and using their truck and vehicles and cones as if it was a sinkhole.

We'll kind of mention a couple of them, I think, and some of the stuff we're going to go through, but they also need a huge shout-out for the really challenging work they do.

Thank you for giving them their acknowledgement.

Absolutely.

So I wanted to start off by talking a little bit about Bike Cleveland.

I think you're all familiar with us, but our work falls into three major buckets.

We do advocacy, working with cities to make sure that their infrastructure projects are including safety measures and multimodal infrastructure as well and policies.

We also provide educational programs, including youth camps.

We have an adult education class tonight on commuting by bike for a week without driving.

And we also love bringing people together for community rides and social events.

But today we're here to talk about one specific part of our work, which is our annual bicyclist and pedestrian crash report.

This is the second time we've published a crash report, which you should all have in front of you, and I encourage you to take and take a look at.

So before we even begin, and we're going to talk about this more and revisit this, but I kind of wanted to start by underscoring the work that council can do to help us address the issues that we're going to lay out today.

So we're going to come back to this slide, but you know, just acknowledging that there's work to be done around accessing the public records.

Of course, you all know how street safety is a major issue that I'm sure you all hear about a lot.

So we're gonna we're gonna come back to this.

I'm just gonna go through really quickly how this report was put together, how we put together these pieces.

Uh, and it kind of starts at a very high level.

The first thing, the mission of a transportation department or anyone focused on a transportation system, needs to be the people get their safe.

It's gotta be kind of the highest level.

Get their safe.

If people are not getting to where they want to go safe, we all need to know because from the city side, it could be someone just making a quick design decision to change something to make it safer, to make that crosswalk just a little bit longer for that person who isn't as fast as they used to be.

So and the second thing also that a transportation department or transportation committee can be can do is think about how they can lighten the load for first responders.

If you look at all the calls for service for police, fire and EMS, a huge amount is related to traffic collisions.

Now, whether it's two cars colliding with each other, whether it has to do with someone outside of a car.

Police fire EMS resources are really being tied up with these.

So there are things that we can do at the front end in Design when we're building these streets to reduce the load so that we can do more with their capacity.

So towards that goal, and particularly as it relates to people moving outside of cars, they don't have a car, they're on a bus, or they park their car and they're walking to the store from where they're trying to go.

They're on the sidewalks.

If there's a crash, we want to know what happened.

Um the first thing we do is, and there's an example right here, is we pull this incident report.

Anytime someone calls 901, or if a law enforcement officer sees something happen, this goes into the city's CAD system, computer-aided dispatch.

This goes to dispatch, this goes to all the law enforcement so that they can keep track of the officers and what's happening and keep track of response times.

So this particular one that's has a kind of a color police logo here.

You see the location.

This one happened at East 131st and miles.

And on the following pages, these are the notes that the emergency dispatchers are typing into their system.

And these are getting relayed instantly to control cars, to other people within the division of police, so that when an officer arrives at a particular location, they are as fully informed as they possibly can be to the situation on the ground and what they're rolling up to.

So a dispatcher will often ask, you know, what happened, can you describe what happened, describe the car, describe the people, do they need EMS, is there a fire, is anything you know, is the car on fire?

Um was there a license plate?

Did you did you see something that can help us follow up on this?

So we request all of these whenever there's anything labeled as pedestrian stuff, a step of incident type.

The next thing that we do, if if any of you have been in a crash or are in the crash in the future, hopefully none of you are.

In the state of Ohio, there's something called CoH1.

That's your official crash report.

And it looks like this.

It includes all the information that's really important for your insurance.

If you do any sort of legal follow-up, but it includes things like where did the crash happen?

When did it happen?

Who was the responding officer that's making this report?

There's often a little illustration diagram where the responding officer does the best that they can to visually show how a collision happened, and they'll write a little description here.

So this is the cover sheet example.

We always pull this because this is the official record.

If you're doing, like I said, insurance, you hire an attorney, they're gonna want to see this.

This is an official police record.

The other thing that I mentioned was the real-time crime center video camera.

Post surveillance cameras are often attached to poles.

I'm sure you know where they're all in your neighborhood, but they're the flashing blue light.

So when an officer comes on scene to any sort of incident, they can take a quick look around.

If they see a blue light camera near where something happens, they can often radio on the dispatch and be like, hey, can someone in real-time crime center rewind?

Can you give me anything to work with?

Can we find something?

Can we figure out what?

It's an important piece of evidence because it's video.

You can you can see immediately what happened.

Um we have a great kind of sort of shocking example where that video was really important in helping people who are involved in crashes.

Um that's kind of how we made that report with all that data.

We then look through and make sure all the documents are consistent with each other to match that the officer wasn't missing a piece of information, because sometimes small pieces of information are really critical for people who are involved in the crash.

So through this report, um, as Angela was talking about, we we match these OH1s with those 911 calls to see when someone calls 911 and says, hey, I was struck, or I just saw someone who was struck, um, matching that to the official report.

And what we found was that less than 50% of those 911 calls are actually receiving official state reports.

Um this is very important because one, victims rely on OH1s, those official documents to take legal action, file insurance claims.

Decision makers use those documents to decide how our streets are designed and to determine safety priorities.

And funders like ODOT, MPOs, NOACA, they rely on OH1s to identify their safety priorities and their funding priorities.

And so again, this disparity is um it's it's pretty shocking, and you know, our volunteers really dug into the data and they verified these reports.

Um they took out uh duplications and anything that was wrongly coded.

So that we feel that these numbers are very accurate.

Um, you know, part of what we've come out of this report with is trying to figure out how can we make sure that more of these 911 calls and incidents actually receive an official state report.

Um and so with all of this data, and I know that you've you've seen the safety data over and over again, but what is different about this is that it incorporates those 911 calls.

And so historically, you know, the data that we use to form our vision zero plan, um, that all relied on OH1 data.

This counts everything, including any uh incident that was called in to 911.

And so you'll find a breakdown in the report of uh by ward, and um I I also want to under score that this is just bicyclists and pedestrians only.

If that map included car crashes, it would be entirely blue.

I mean, there are thousands and thousands of those happening.

Uh so this is just people hit uh outside of a car.

Uh we break it down by adults biking and walking, wheelchair users, scooters, juveniles, um, and so this is how our report is kind of unique.

Um I definitely want you all to see this report as a resource for you all.

Um of the ward breakdowns in the report include recommend safety recommendations based on the data.

Um, and yeah, there's I think it's a tool that you all can use as uh you're exploring speed tables in your ward or um other types of traffic calming or upgrading bike lanes, things like that.

We want to show you an example.

One of the big things with this report is we try to capture this the stories of people.

A lot of times you're handed spreadsheets, or you're handed a map, or you're handed data, and you're just expected to know what it means or what to do with it.

And a really important thing for us was these are real people.

These are real families, these are parents and children, these are people trying to get around the city in wheelchairs, scooters.

They're just trying to get there.

They're trying to get there safely.

This is an example of where this very unique work came together to completely influence and change the outcome of what happened.

So I'm just gonna do a little storytelling here in this um.

Do we have do we have the next slide?

Let's go to that first.

So this is an OH1 on the screen here.

This is showing a pickup truck striking a pedestrian on Lakeside Avenue.

We it's really close.

We know it's a six-lane road right in front of us.

We see what the officers draw in here.

And in the narrative, they basically say that this pedestrian was uh not using the crosswalk, and that this truck appears to have just been driving straight.

And if you look in the upper right corner where it says unit in error, often a responding officer will note with either a one or two, which corresponds to the different parties.

Who is at fault, who was in error, who should be held accountable, liable for any damage, etc.

So you'll see here the officer marked uh the pedestrian at fault here.

Um if we go back, we this is uh screenshot from a video that we requested through public records request.

Huge shout out to the division of police and the public records section for finding this particular camera.

This this isn't even one of those blue light cameras.

You have uh a surveillance camera on the corner of City Hall on the roof that you see the scaffolding here.

Um but this really caught a great shot of this pedestrian using the crosswalk first, and you'll see that that truck was not actually driving straight, but it was making a left turn out of that alley right next to the public auditorium there.

Um we are going to show you the video because it shows a person getting their leg broken.

Um it's we, as I mentioned before, we pull all this documentation, and when we receive the video from the city, and it didn't match.

So we reached out to this person who broke their leg.

And um what we also learned is that the truck actually made an illegal left turn.

There is a no left turn sign posted there.

Um because this and the person was using a sidewalk, so we shared this information with the person affected, we shared it with the city.

The city did update its report, did correct it, but it it was also interesting, and I don't blame the officers really here because it's not yet like standard operating procedure to immediately get responding officers to video.

When they were on scene, they also had two witnesses to say that the pedestrian was running, which they weren't, and that they're running outside of the crosswalk.

And that the truck driver did nothing wrong.

So it's also a really odd example of um, I forget what the actual term is, but when a witness doesn't clearly remember accurately what happened.

But it just emphasizes so much how important the surveillance video is.

So if you're ever looking for an example of do these accounts cameras to make a difference, they can make a difference in this particular context, like this.

And this person went from potentially having he when he got hit, he kind of got hit in his bike, went forward and made a huge dent in this person's hood, and broke his leg.

He flew out of the crosswalk, so I suspect maybe some witnesses thought that was him running, but he's actually been flying from impact.

So it went from everyone saying, Oh, this pedestrian's gonna pay for the damage in the truck, to instead with this video the insurance as far as aware the insurance uh company for the truck immediately and pay the full payout for this person just trying to go about their day in a crosswalk in front of City Hall.

Um so that I think is is one example, and that this is a really vivid example.

Again, props to the city for producing all of this video.

Not I don't know of any other cities really going this deep and letting us go this deep.

We're very happy that Ohio is still pretty transparent state when it comes to all this records and video.

Um but this is an example.

There are instances of this happening across the city.

Odds are very high that this is happening in your awards.

We have many examples of this.

We have many examples of where video can be really important in figuring out what the truth of the collision is.

But it also helps us, I think in other ways.

Um, but I'm gonna turn it back over to Jenna so that we can kind of wrap up this part and be ready for your questions and talk more.

Yeah.

So I wanted to end on a few notes of things that we'd love to work with council on.

So, first off, this work is easier when the city replies quickly with public records.

Um the city deletes its surveillance surveillance footage after 30 days, and we need it to be held longer to make a lot of these uh requests and to make sure that everything is accurate.

Um frequently we are we're waiting um to get the the dispatch notes and the OH1s, and we need those to be able to request request video, and so sometimes we miss that 30 day period.

Um we want you to continue supporting street safety and mobility projects in your ward.

Um, as you know, we just went through Cleveland moves, which is a very exciting plan to uh improve mobility and safety across the city, and I know a lot of projects are going to be coming down the pipeline in your wards, and so you know, recognizing how uh important those projects are to changing the way our streets work, improving the safety.

Um, we're hoping that you all continue to support those projects and using the crash report to identify local priorities and uh yeah.

Um we'd love to see you all continue to fund traffic calming in your ward.

I know that uh the speed table program has been great, we're hoping to expand it.

Um, and we are also hoping to expand the transportation team to include more implementation staff.

Um I'll be talking with everyone more about this when the budget comes up, but uh our city uh it I mean I I know that I'm sure you've heard this before, but we are really limited by staff capacity, and we are really not uh on par with our peer cities in terms of how many uh traffic engineers, for example, that we have.

Um the uh Cincinnati has actually created a a crew, a public works crew to solely focus on installing speed tables and other traffic homing projects across the city.

Um as you know, right now, that time is split with resurfacing, and so um being able to carve out a crew that can focus just on improving safety on our streets uh would be really a game changer for accelerating all this work.

Um that's it.

And then a a couple a couple kind of pieces too.

Jenna mentioned funding and projects, like put another way, just improving the organization of our staff capacity and resources.

Like everyone who who works on our streets, as you know, they're in planning, they're in MOCAP, they're in public works and traffic engineering.

So it ensuring that there is really strong collaboration and as well with your team and the transportation committee and the other entities that exist.

Um an interesting one too, I think that sometimes comes along across this table is MOUs with other law enforcement agencies.

So some you know, RTA PD, Ace Western PD, University Circle PD, a lot of times they're the first responders to crashes in their kind of service areas.

And what we're seeing is sometimes it's it's not consistent with who's taking the lead on ensuring that these OH1s are completed and sent over to the state, or that they're necessarily shared with the city and with the transportation team here in Cleveland.

So we gotta make sure that there's not uh I don't want to say harmful, but that there isn't a disconnect between our traffic engineers who build our streets and other law enforcement agencies who don't necessarily interact with our traffic engineering team here.

We need to make sure that that data is complete across every law enforcement agency who's helping make things safe here in the city.

Um you mentioned longer video retention periods.

A lot of times the city comes back and says, sorry, we deleted video, it's more than 30 days.

Like if we don't get the first report to know what happened, there's not enough time to ask the city for that video.

So if we extended it to 60 days, 90 days, I mean, if you're in a crash and you have a video of it, that really helps the case.

Especially if you did nothing wrong.

So focusing on that, that's a that's an easy, super super simple change.

Just kind of coming back to what I said at the beginning was helping people get their safe.

Wherever they're trying to go.

It's for a walk, they're trying to get some exercise, if they're walking to school to pick up their kid or walking to work, if they're walking around doing their job outside.

And then just the importance of how this all ties into transportation and safety.

As I said earlier, so much public safety capacity is going towards cleanup of traffic fractions.

And it doesn't, it doesn't need to be that way, not every city's like that.

So if we want to instantly really expand the capacity available, first response, we can do that by preventing a lot sharing.

So to just kind of highlight and re-summarize why we think this work is really fruitful and could be really productive and it almost feels like free money sometimes.

Like if we can stop so much of this damage from occurring, that frees up dollars to redeploy and other really important issues, whether it's in your neighborhoods or citywide.

We're really interested to know what kind of feedback and questions you have.

This is the second year that we've done this report, and we continue year after year and try to figure out ways to make it as helpful as possible for the challenging work that you all need to do.

So that's that's that's the conclusion of what we have for you, and we're really excited to hear.

Thank you again.

Um I do have a couple questions for you guys, and then I can I know Councilman Casey has a question.

If anyone else does, we can transition over to that.

Um before I dive in, though, I I just the curiosity is killing me.

Uh when you submit records to the administration or public records request, could you speak to the turnaround that you're receiving on that?

What's the what's the time frame in which you actually receive and have the request on it?

That's a that's a really great question, and we're continuing to it's this all started out with me just being curious where are these kinds of crashes occurring.

And this was several years ago, and over time it's almost like we're becoming more professional in how we're doing this and tracking all these things, and that is something that we're really interested in and tracking.

Okay.

So we always start first with this.

This is really easy for the police department to send out to us.

And it's arranged.

I've sometimes received this the same day.

I think it depends whether someone whether this is like the first thing they've come to in the morning.

Um sometimes it's a couple months.

I think on average, turnaround time is within a couple weeks, which is which is good for this.

Um, and they can give us this quickly because it really doesn't require a redaction for in-depth review by law department.

Generally, what's always redacted is the 911 phone number and the person's name.

Um state law requires that be redacted since it's in an emergency dispatch system.

Video takes longer, generally.

Okay.

Maybe three, four up to weeks to a couple months.

It kind of depends.

And sometimes it depends on how serious the incident is and whether there's also an ongoing criminal investigation of it.

Um sometimes if it's a hit skip, which we've learned is a shocking, really shocking number.

It really disappoints us to see how many hit skips there are, but that's a criminal investigation, so sometimes there's evidence that I think people investigating that want to make sure they can look in first and control that a little bit better.

Um that's that's my punch.

Okay.

Uh and then and sort of secondary to that question is how are you, if an incident we're sitting in this meeting right now, there's a crash somewhere in Cleveland.

How do you get notified that that occurred to even make the list?

It's a great question.

Um, we don't have a screenshot of it, but um the urban urban AI.

Um, if you go to data.clevelandohio.gov, the police calls for service is an entire data set that you you can go to today and you can sort and filter by any sort of incident.

So if it's uh disturbance or uh theft that's reported or a break, and you can go in and filter through the data and find all of those, and you can filter it by just a ward or just a particular neighborhood, and you can get it on a map or a spreadsheet.

But that's generally updated every 24 hours, generally.

Sometimes there's a couple days delay, um, but generally every 24 hours, 9 a.m., we pull up that list and we look for anything new that is relevant to the work that we're studying, and we get the we get the incident number, which is this 12-digit number here at the top, and we make that request.

Um thank you.

It's a it's a bit beyond the point of this presentation, but uh just bluntly at this point seems you all are receiving more information about public safety than this body is.

We used to receive much more, and it's a bit frustrating that it seems that the administration has a protocol that they have not shared, I think, with council to help us understand how we can be tied into various things in our community.

So this is very grateful.

Thank you.

I'll be speaking with Councilman Kwetzik about this because I think that this is something that needs to be operationalized.

You're correct, there is state law that speaks to the need to protect the identity of victims.

Biased opinion, the administration closed the tap instead of finding a way to adhere to the law while also being transparent.

But uh more specifically to the point, however, um thing that I noticed just flipping through, and correct me if it's a false or an incorrect uh assumption.

In past reports, when we looked at heat maps, uh, especially of incidents around town, there's been areas that are much hotter than others, and I recall a lot of especially the southeast side boards appearing hotter on those maps.

But if you look at the numbers here of total incidents, it seems that there's in some cases fewer than other parts of town.

So there almost seems to be a disconnect between what that those heat maps would have shown and what's being shown in the report, and I'm wondering if that comes down to uh the way we are tracking the 911 calls or whether it's the OH1 reports, and is there some sort of dis is this are we confident that or is there a situation in which we might not be having issues be reported and that they're we're not effectively seeing the disparities that we know over the data?

Um so if if I'm understanding your question correctly, so I would say I I know that historically downtown has always been the highest uh you know hot spot for for bicycles and pedestrian crashes.

Um I don't know all of the data specifically, but I do believe that especially car crashes and incidents of speeding are especially uh common in the Southeast side.

Okay.

Um, but I think when you kind of look at uh bicyclists and pedestrians specifically, you know, high pedestrian zones like downtown Ohio City um do you have higher rates.

I I will say to you that this is just like a one-year snapshot.

Like I recall, you know, I do know that, for example, Ward 14 had a particularly high number uh in 2024, and that Ward 11 had a particularly high number of like kids hit in 2023.

Um, and so I I think this is just a snapshot, and then looking at you know, five years together could kind of give you a better picture of where those hotspots are.

Okay, yeah, and and perhaps that's the nuance that one is showing crashes and one is showing 12 crashes.

Uh I ask just because, and and my next question is sort of based on your analysis.

Could you kind of speak at a high level to what the city's plans have been for the built environment and how you would maybe recommend altering what some of our plans have been or doubling down in certain areas because as you've noted, dollars are limited in in all senses, and and we want to make sure that we can be maximizing impact where we can and when we can as soon as possible.

Yeah, I think we do have some fantastic plans out there right now looking at Cleveland moves, um, you know, figuring out what the network is going to look like for separated bike infrastructure.

Um, and I think Vision Zero also outlines some great work to be done to just improve safety overall.

Um, but you know, both of those plans um rely on OH1 data alone.

And so, I mean, what you've said to to funding, um, sometimes safety funding is really dependent on you know who has the most crashes.

Um, and so when we find out that there's actually double the number of people getting hit in Cleveland in one year than state reports would show, um, you wonder like could this make us more competitive for funding if we could solve this data issue.

Um but I do think I mean we are huge proponents of street safety.

I know it's one of the top concerns that you all hear, and um, we do hope that um this can be reflected in the next year's budget, um, you know, investing more in tech traffic calming and staff capacity to make those safety improvements.

Okay, and and my final question is could you just speak on the ground to that disparity between the incidents and the OH1 reports?

What can we be what do we need to be doing as a city?

What do people need to know if they're involved in a crash to make sure that there is that OH1 report submitted?

Why where's that breakdown?

Yeah.

Yeah.

Oh you go ahead and take that one and flip back to this because this is this is a slide about your question.

There are a large number of people calling 911 saying that someone hit me with their car.

I saw someone hit another person in their car.

Saw something happened.

So that's happened over 600 times.

But for a number of reasons that I'm gonna jump into, less than half are actually getting the paper report that a person needs if if they have hospital bills, or even the piece of paper that the city needs to go out for funding.

So a couple of the reasons that we've seen, and we see it in these reports.

And in one of the reports that I gave, it might show that in there.

A lot of times a person who is involved in any sort of incident where law enforcement shows up is uh I don't want to make it report.

That's that's like quite quite common.

And I think what what happens, again, I'm not a law enforcement officer.

But this is this is just me, I think, making the most logical read of it.

People say they don't want to make a report.

Oftentimes that's because they just don't want to get involved in the legal system.

Um that's generally the big one.

But there is a really important distinction between a clinical report, trying to get someone charged with a crime, and this traffic crash report.

When I think a first responder hears that a person doesn't want to report, a lot of times what that turns into is we're also not gonna do a traffic crash report.

And I think that a good practice would be to separate those.

I think we can avoid making a criminal report, but still make sure we have the necessary information in a traffic crash report so that the next person who's crossing the street doesn't have to go through the same thing with this person's gone through.

A lot of times it in 99% of these crashes, there's there's no intentionality.

You never mean to hit someone.

You never mean to be in a car crash.

It's generally always unintentional.

So it's it's not like we're preventing something by not making a crash report.

We're not really fixing anything by not making a crash report.

It's so important to make these crash reports.

Uh a new one that's that's coming up is when someone is injured, they are concerned that if they make a report, or even if they receive MS treatment, that they're gonna get billed for a hospital for an ambulance ride to the hospital.

That's another one.

Um another one that we see oftentimes, and these happen a lot of times at night or where a crash happens near where someone lives.

If they can walk home, if they can live home, they're going home, especially if they're in a place where they don't feel comfortable, they don't want to stick around for 10, 15, 20 minutes waiting, especially when they don't know the person who's in this car.

They don't know why this person hit them with their car.

They may have been knocked to the ground, they could have hit their head on the ground.

They they may just want to leave what could be a dangerous situation.

I think that happens a lot too.

Yes, and I think you would I think you would see that particularly where there's places where there's not a lot of people.

So that's those are definitely some big buckets that we see time and again.

Um and kind of the last one, which I think this one is an easy fix, is if they go home and they called 911 maybe a couple hours later and say, like, hey, I thought I was okay, but no, my like my leg will hurt, so I think I messed up or something.

Um generally the police, it seems are requesting people to come to a district station.

They that makes sense, like there's limited resources, we can't be going out to everyone's house, maybe.

Maybe that's an explanation.

But if there was some way where we could remove that barrier, having someone figure out where is the district station?

How do I get to this district station?

What's gonna happen to me when I go to this district station?

When really a lot of it could be done via phone call or like an internet form.

I think that's another big one that would help us make these numbers match more, that would help our traffic engineers understand more clearly and more completely what's happening in these streets that we need to be safely deciding, and it would also help us get more money.

Because right now, when we're going to funders such as the state, such as the federal government, we're saying we have 270 crashes.

But we have all the paperwork and we have all the video that shows that that number is higher, and maybe we're more in need of some critical funding that will help us and help you allocate those dollars to where they need to go to make the biggest impact for your decisions.

Yeah, if I might add just a couple other examples.

Um the the miles uh in East 313st uh incident report in front of you, you'll see that um E uh uh pastrien was struck and injured and was taken to the hospital.

Um they actually had the the name and the license plate of the uh the the car that was involved.

Um but for some reason no OH1 came of this, and to my knowledge, no investigation came from this.

Um, and officers arrived at the hospital um at this happened around 8 p.m.

Uh on February 8th, and um officers rise arrived at the hospital on around 6 a.m.

on the 9th, and so he he had been just discharged.

Um and I think that they're gone on arrivals is a frequent note in these incident reports because of the uh you know people don't want to necessarily wait.

I mean, I know people personally that when they're hit, they're kind of they're dazed, they don't want to be in a situation where they're being confronted by the person that hit them, they want to get out of the situation.

Um I've also definitely seen um the issue of being asked to go to a district office.

Um frequently I see it with like children.

Someone says, comes home and says, Hey, I was hit on the way to school, a parent calls in, uh, and it's hard to to make those reports at an office.

So those are some examples.

Um I know Councilman Casey had a question, I don't know if anyone else does.

But go ahead, well, thank you, Mr.

Chairman, and thank you to our presenters for for all this information.

Uh I'm gonna revert to your um presentation, the one where it's got fatal crashes 2021 to 24, and it's got the people hit reported.

Yeah, yes.

Right.

All right, um of those 15 fatals, do you know how many of those were pedestrian walking and bikes?

Or is that just all walking?

I don't know the exact breakdown offhand, and I I could let you know.

I think it's mostly people walking.

I think in 2020.

It's mostly it's mostly pedestrians or people using wheelchairs.

Yeah, I think maybe three bicyclists were hit and killed last year.

Okay.

And then adults biking being hit.

Do you guys ever break it down?

Um as to how or why they were hit.

So what I want to ask is, right, and I and I've seen it all the time, right?

Uh I'm heading down Lorraine and I'm driving, and I get stuck by every light, and the bicyclist riding down Lorraine next to me doesn't stop at a single light, right?

And we end up at this the destination at the same time because the bicyclist is not obeying the traffic laws, right?

So do you guys ever do statistics on if there's an accident, right?

I mean, we're quick to always blame, and I'm just playing up as I advocate here, right?

So we're always quickly to blame the vehicle, right?

The car.

But we also know that there's some irresponsible.

Jesus, and I'm not going on a bike right with bike food after this one either.

Um there's some irresponsible bicyclists, right?

They're they're just on, right?

So, how much of this statistic do you guys use to break down saying, look, the cars at fault or the the bicyclists is involved?

Yeah, sure.

So the councilman through the chair, I think that um we intend to track this more closely in our 2025 report um and and specifically look at those at fault uh numbers.

Um we only would have those for the OH1 reports.

Um and as we showed with the Lakeside example, they're not always correct.

Um and I I totally recognize that I I mean I I see this on occasion as well.

Um but I also think it still kind of speaks to um the need for separate infrastructure.

Um I mean, think about Lorraine, for example, if if the the I I think some incidents on Lorraine, for example, and and I'll say too that uh, you know, um east of Denison, that is one of the highest uh you know fatal uh areas for um and it's you know where the bicyclist has to merge with with traffic.

Um I I certainly see this as an issue, and and of course we are also trying to do more education around this.

Uh for example, our commuting one-on-one class this evening with Bike Cleveland.

Um, but we are hoping to track that more closely with the 2025 report.

Mr.

Chairman, our presenters, the the you know the question is um do we as a council and as residents um put a push on our police force, you know, for more enforcement on bicyclists who are not you know doing what they should be doing, right?

Um when you you know, when you see and and and I get we need separate infrastructure and all that other stuff, but or is there a push to educate bicyclists on obeying traffic laws as well?

Because I I'm not I'm assuming that a bicyclist should follow the same traffic laws as vehicles have to, right?

So if there's a red light, you're supposed to stop at a red light, not look around real quick and and and blow through it, and I get the convenience of it all, and we've all we've all done it, right?

Um but if we're gonna be garnering statistics, I really like to see how much of these accidents or crashes or whatever.

So I think that would be lead us to the idea of better infrastructure, right?

Is it because the infrastructure that we have is so vehicle friendly and not bicycle friendly, right?

But I want to make sure that you know that we have all the facts, you know, all the figures in regards to uh vehicle safety and really bicycle safety.

So as you as you dive into it in 2025, is there anything I can do to help expedient or help you get any of the information, I'd I'd be more than happy to work with you and do that.

Thank you.

Thank you, Mr.

Chairman.

I it's it's uh I think it's a valid question, and just looking at this report at that you gave us at 93rd in St.

Clair, uh, which it says the person was riding on the sidewalk, but entertain me for a second and pretend that there's uh a bike lane or something.

I often see people riding against traffic in the bike lane, and and I I would say in this example, we have a driver coming up to St.

Clair attending to go east, looking left for traffic and not anticipating a bike to be coming from the other direction, be it on the sidewalk or in the wrong bike lane, essentially.

So I do think that it would be able to help us understand how we need to educate people of like how why it's important to follow the laws as they're written, um, because that that's understandable maybe driver error of not expecting someone to be coming from the other direction, right?

So, Mr.

Chairman, if I if I could ask real quick, well, and again, we'll use Lorraine as an example because we don't know Lorian Avenue.

When you're traveling on a bike, should you be traveling with the traffic if you're in the street or against the traffic?

Something helps me through the chair with traffic is you know generally what we say, yes.

I think I acknowledge sometimes that people are just more comfortable seeing oncoming traffic and people, you know, I'd rather see what's coming and something coming up behind me.

I think it's just uh you know, uh a feeling of safety that it provides people.

Um we don't know if there's any law, do we?

If you're supposed to ride against traffic or with the traffic, do you know?

I would I would guess that legally bicyclists should ride with traffic.

Okay.

Um I think to your point too, um I think riding on the sidewalk poses its own risks.

Um but to that end, like I think when when cars plow right through crosswalks, um, pedestrians could be coming from any way.

I I see this very, very frequently.

People are not stopping at stop signs fully, they're just looking one way and going right through, and uh, I see this as a very common uh reason for a crash to happen.

Yeah.

Uh I'll just add to the council member through the chair too.

Um there's there's certainly examples.

We we have video of like the exact situation that you're describing, the exact same situation you describing.

I think it's A, I I don't it's been a little bit since I've taken driver's ed or had to take the test, and I don't know how many questions there are for um you know issues around bike, like you don't take a bike ride test.

Right, right?

And in this country we don't receive any sort of curriculum in school.

Um so we're really kind of operating with what we've grown up with as a kid, and when you're a kid, you ride on the sidewalk.

And if you're growing up native in a rural area, you you walk along the side of the road, opposing traffic, or else you know, it's gonna be really challenging for fast cars coming behind you.

So I think a lot of times humans just bring that learned experience from their younger years.

Um there's so many instances of everyone kind of using the roads in really creative and dumb ways.

No doubt about it.

I'm sure we could put together a really fun collage.

I'm sure you all maybe have enough pictures on your camera rolls that we could make it done in that, but um as much as scooters are parking in the middle of sidewalks as much as bicycles are rolling through a red light, you know, like all vehicles are doing this.

I see cars pull through crosswalks and to where a person in a wheelchair can't even cross, and that blocks the vision.

We've we've we've we've seen people make dumb decisions and make mistakes.

And when uh you're a bicycle, a lot of times you're not coming through with a lot of weight or energy like a bicycle crash isn't gonna cause a pile-up generally.

I I haven't seen it yet.

Um so the risk of operating a large motor vehicle.

I I think intuitively the the risk of having something go wrong in a really serious way it's a lot more serious, and there's a much greater responsibility in your operating motor vehicle and go real fast and they can really hurt multiple people all at once.

So I I get and and every time I I see somebody do this, I'm like, oh I really wish you weren't doing that.

And there's a uh council member more here, even someone not wearing a helmet, like I I get it.

Uh council member yelled at me several years ago for for not wearing a helmet, and I thought about their advice, and I'm like, yeah, that is like good advice, but someone had to give me that advice.

She gave me a ticket.

I don't know if I would have received the advice the same.

Um and maybe there are like really really intelligent ways that we can help educate people, maybe it's through signage.

Yeah, and don't get me wrong.

I'm not blaming bicycles, right?

This is it's more for the safety of the person who's you know blowing through lights and stuff like that, because um, you know, you're right.

If if a the a bike hits my car, right, it's only the bicyclists, you know.

But if I hit that bicyclist with my car, it may be something different, right?

Um, but I wasn't I'm not blaming bike, don't get me wrong.

I just want to know where the education part of it, because when you mentioned, look, we don't there is no bicycle and driver edge and driver ed.

And I gotta I got a girl now going through driver's ed, and I'm gonna I'm gonna go home and I'm gonna ask her if any of these classes she's taken, do they talk about bicyclists on the road, right?

So maybe maybe that that's your goal in life, right?

Changing the the driver ed course.

Yes, and yeah, through the chair, yeah.

Through the chair.

I just wanted to acknowledge that uh my colleague Diana Hildebrand does a lot of work around education.

She's in CMSD schools teaching kids how to ride on the street safely.

Um but we're you know we're only so many people.

Uh but it is a very important mission for us as well.

Um councilman Grey.

Uh line of um here with uh bike lanes.

Um a lot of um areas, a lot of city they create bike lanes specifically for bikes tonight in the bikeway.

But the bikes are in the street, you know, by the bike lanes.

So that's is a turret of cars trying to not hit a bike when the bike is in front of them and the lane of uh lane of the street instead of the bike lane, uh chair to um the team here.

So when you're driving down the street, you see the bike is in the driver's lane, and you have the bike lane off to the side.

That is uh uh uh conflicting of driver.

I try to go around the bike off the bike doesn't um um you know the biker's not um biking as fast as the car being going to go down the street, but they won't move over to the bike lane.

And even if you go around them and say, hey, get in the bike lane and you're in the home lane, they look at you and just keep biking down the street.

So um just in the same line of questions about how these um uh the city is uh creating all these bike lanes and all the neighborhoods for the for the bikers to leave them to be safer in the bike lanes, but they've got so used to driving in the street before the bike lanes have been implemented.

So I you know, so I'm just saying that the bike lanes are not a waste of uh of them, you know, put them in on neighborhoods now.

But uh yes, that's just I think that should be something that should be uh you know uh um the intermediate to the bikers.

Uh doesn't put the safe with the safety of the of the bikers and this presentation, uh the bike lens was created for that, but the bike lanes actually slow the bikers down of the riding in throughout throughout the uh neighborhood.

You know, they may all lay all together, you know, doing a thing, which is I think it's a great thing, but that's what the bike lanes are for, and the bike lanes are not wide enough for a lot of the bikers who ride together and in uh just a bunch of them.

A you know, it's a lot of them, and those bike lanes are like uh narrow and the ride behind each other or beside each other.

It's not fast enough for them to, you know, uh, you know, to uh uh bike down the um in that bike lane.

So it's not saying what can be considered what is uh what we serve, you know, we don't want to be up served in our community uh say I live in the southeast side.

We got bike lanes, we started getting bike lanes through years ago, and no one dies in the bike lane because they are so used to riding in the street, you know, and uh how uh how can that be um put out uh in a way web bikers uh uh seeing the you know little bikers rack they like in the street instead of the bike lanes.

So I don't do well, I know I know the joy of bikers are always in the street and uh um that the drivers are and they uh basically slowing the traffic down, even though we need that some what uh what we've been dealing with, for a second, but it's still a um it still cause conflict with the driver and the biker because the driver moved the biker to get out the way, and that's the argument in the south.

And then they go around the biker, the biker, you know, you may have a couple words, but the bikers need to move over to the bike line, and basically that the drivers driving their own truck on that.

That's a comment, nothing against the bikers per se, but I just agree with my colleagues of observing that and that was more than one easy and that used to be in the bike lane, they used to be in the street.

So to the to the chair to both council members, Casey and Craig.

I what when I hear I hear your your comments, and I think kind of a higher level thing is you and everyone else expect people to be consistent and predictable.

Like you don't you don't want someone either in a car or outside of a car or walking outside to just to just surprise you or to just jump in front or create any sort of unpredictability because that's a lot of times where mistakes happen if people get hurt.

So I that's how I'm understanding that, and maybe there's some some agreement there, and for as far as education goes, I think I don't know, when I grew up there was like Safety Town, you know, we'd practice crossing the street.

Some people don't even cross the street, right?

You know, or there's there's things that make crossing the street fully legally with the signal, like it's takes too long to wait forever, there's no traffic, why can't I just cross?

Why can't I just walk over and get to my car and track away?

Um so I think like consistency and thinking about how we handle that in the street.

And I think signage could be a piece of that like if if that's if that's something we want to approve and improve, then we could in theory the administration could observe, set up a camera, traffic counts, observe how people are using the roadway and if it's being used as design, because if it's not maybe the bike lane needs to be made a little bit wider.

I when I'm riding with my wife, I a lot of times like to ride side by side with her, and sometimes the space is a little tight.

And then maybe that would encourage people to use the infrastructure that we spend a lot of money.

I I think for sure.

And I'm just really happy.

I know we don't have answers and have some of the you know, some of the answers don't feel quite perfect, and maybe like you'd have more questions too, but just as uh a final thought to the chairs, I'm happy that we're having this conversation, and we weren't quite sure what kind of questions would would be ready for us, but I mean I'm really pleased that this transportation committee like gets it and they're like you all you all are seeing things.

You all are seeing where maybe tweaks can be made, things can be in fruit, people could be protected a little bit more.

So I just encourage you to continue that if you so choose, because I think a lot of good.

Sure.

One more question.

Well we can take public comment at the end.

So Bishop just brought to my attention.

I I didn't really I got a little a tip of it, but we did have uh fatality on 126 and Facebook.

Yes.

Well, this community for going to that data based company.

Yes.

Yes, through the chair.

Um we did receive that report.

Um, and uh we we've we've even heard that there has been some uh legal action taken and that um someone has been charged with uh um someone was going 90 down kinsman um uh and a woman was was biking uh and uh you know when when that speed is involved.

Um so uh yeah her name was Yvonne Kemp.

Um and uh when you got on Kinsman, there's now a white bike where she was hit to uh so that we can all remember her and uh remember that our driving can really change someone's uh chair to the team, but also recognizing that we don't have bike lanes going up.

Yes, yes.

But I can't from uh from 116 when they stop to east uh starting from um buckeye.

Buckeye, and it goes across down uh 116 five people by looking apart, yes.

Um across I'm not sure if you have bike lanes over again.

Yeah, you know, but we don't have bike lanes at all.

Only kids will grow all the way down kids from where it starts on the fifth all the way down to 140th.

There's no bike lanes at all.

That that's something probably had not been surveyed by uh by the department not staying as things at fault, but now maybe since so many people are uh biking in the community now, uh per se, that's why I say we have the bike lanes and our residents are not uh the bikers are not using the bike lines per se.

Um that's something that can be looked at is any bike like down piece of all, but I'm gonna have to be surveyed uh per se since this uh death uh happen.

Yeah, versus digested that's all I think one other thing to the council person through the chair is um we've looked through thousands of reports over the years, and I've personally watched too many, too many videos of people getting hurt, and I can I can very confidently tell you that this rarely happens in the if there's a bike lane, like a life has generally been saved, like an injury has been prevented because drivers are really good at respecting bike lanes generally, and especially when they're protected physically, like so that's a really great way to eliminate a lot of these crash crashes that you see throughout your wards is that and especially if we can do it on a larger scale quickly, because like maybe where I live, there's more bike lanes.

So I'm kind of safer right off the bat, but if I'm visiting someone in another neighborhood, they don't have the bike lines.

Me visiting them somewhere else, don't have the bike.

So it's it's there's some disconnections, you know, you go one part is to do the other, and it's kind of disconnected, so how could we better connect that?

Um there's an example in here where yeah, if we could have installed bike lanes, like this is kind of a clear example where maybe we could have helped someone survive.

Yes.

So I I want to like emphasize that you know, as council people you're also like the champions for your wards, and this is a really it feels like an easy opportunity, you know.

Like this is a way that you can really make a difference, and if you can do anything to reduce the number of crash reports that I'd have to read, or have to help people, that would be a tremendous service to me, and I would be very thankful.

We would be very thankful, and all of us would be I think happy to know that our friends are getting to where they're going safely.

We don't have to worry about them.

Um I just thank you all for all your questions.

And before I kick it over to Councilman Bishop, Councilman Grace, something we've begun doing in West Park, kind of identifying that, for example, Warren Road, it would be very challenging to implement bike lanes.

It's a very heavily used four-lane road.

Uh we've started signing that are increasing the signage of kind of we call it a greenway path through the neighborhood that if you're trying to get from one side of the neighborhood to the other, and you don't want to ride your bike on Warren Road, which I wouldn't recommend.

Here's a safe route through the neighborhood, safer side street route through the neighborhood that might be a little longer in mileage, but gets you there, so instead of taking kinsmen, Leo Ryan, or Zach Dickens, and then we've got to get down to Luke, and you can still get down to Mount Pleasant, you know, on the on the parallel streets without having to go down kinsman, which does get a lot of heavy traffic, right?

I but we we've all been on Kinsman.

Um thank you for that.

Yeah, that's the idea.

Councilman Bishop.

Oh, thank you, Mr.

Chairman.

Uh just a quick question.

I noticed in this um in this uh crash report uh that you have recommendations uh after every ward.

Um and they kind of vary from war to war to ward.

Um you have a citywide set of recommendations uh come out here just for the whole city?

Yes.

I'm almost certain, is it?

Yes.

Yes.

Um right before the first word one through the chair, um, there are some citywide recommendations.

They largely pull from the Vision Zero Action Plan, um, but also uh some that we just found from our analysis.

Okay.

All right.

Um Mr.

Chair, I just want to express my uh appreciation for Mike Cleveland and their efforts to make the city uh safer.

I am a uh cyclist myself.

Uh so I do find it challenging in a lot of neighborhoods to ride, actually ride safely.

Uh I feel safer in certain um instances where, like, say on Kinsman Road, uh I mean I'm just uh I mean sometimes I'm um I'm nervous to drive my current kinsman road because the traffic is so fast and so aggressive that uh I would not uh want to ever bike down Kinsman.

So but but I do I do appreciate the safety measures that the city is trying to implement for cyclists and their safety.

Thank you, Mr.

Chairman.

Thank you.

And uh Councilman Moore.

Thank you very much.

I appreciate it.

Um first of all, I want to say uh because I was late, I and I've also been doing the a week without driving.

I was not late because of the buses.

I was late because I misread my schedule.

I probably read 10:30.

Uh I was here at the building at nine o'clock, and I apologize for uh missing the beginning, and I want to thank you for encouraging the advocacy for the week without driving just to encourage different uh multimodal transits.

Um I think I'm sort of shared this story before at committee, but I was in a bike accident when I was 18 and I wasn't wearing a helmet uh and I was taken to the hospital, and it was like a both me and the driver had made a mistake, but it could have been a lot worse than it was, which is part of why I it mean to people who don't wear helmets when they uh ride their bikes, uh, because it's you know it's it's good for everyone's health, but I also know it's a barrier for some people to actually ride.

Um I just want to thank you for the time and um uh detailed uh follow-up from both the fatal crashes and the war-based recommendations.

This is really really helpful to have it digested this way, um, and I know it will be useful for years to come.

So I just wanted to make sure to give my thanks to the Bike Cleveland uh crew and everybody else involved with it.

Thank you.

Uh thank you.

And uh Lou, why don't you go ahead up?

Uh and while you are uh two closing uh a question and a thought.

Uh the question, there's no identifying information on these crash reports or not these, yes, the traffic crash reports.

Um my question is could an officer retroactively, if there's no witness or victim to do this, would they be able to use a camera footage to compile this?

And are we doing that?

You know, very often we don't know the identities of people involved in a crash.

Um, for example, a hit and run.

We oftentimes have no idea, but we know it's a we know it's a vehicle, sometimes we know what kind of vehicle.

And we just mark that down.

And we do that so that traffic engineers and planners know like something happened here.

Um but yeah, for sure, even if we don't have the full complete picture, I still think even with just a couple important pieces of information, we could always have an OH1 if our first responders can get in touch with the people who are calling us, calling these reports in.

Okay.

And my extension of that would be if people aren't calling it in, but for some reason we know what happens.

Can we use our real-time crime center information to essentially file the report in Sensha?

And with that, you know, that would be able to boost our number.

Let's let's explore that.

Yes, I think we should be able to if there's a camera present and if it's working, and if it's within 30 days, we have deleted the footage, then yes, that's a very intelligent thing to do.

So, and then the the second thing for I think us to maybe put our heads together on.

I know there are first district police officers who have been very eager to begin a safety town program in Cleveland.

Uh obviously, it does not come at zero cost.

You have to find the location, you have to build the little town, you have to do these things, but I think the dream would be almost an east side and west side locations.

So if that's something that we can put our heads together on and kind of pricing out what that would be, I think that it would be an offering, and I know that the community engagement officers would be eager to help in uh in running, so probably alongside others who would want to.

So that's let's let's follow up on that.

Go ahead.

Thank you for one of the questions here.

Okay.

Um earlier about when a crash does happen.

Whether it's trying to bike or a car or you guys just look at uh bike safety or two car crashes.

We're too to the council person through the chair.

If it's two cars, we don't dig in.

Okay.

There are so many of those crashes.

Right.

Maybe 90% of 95% of all the crashes, it would be thousands.

600 is a we can manage 600.

Um, if if you're just walking to knock on a door, if you're on a scooter, if you're in a wheelchair, if you're outside of a car, we're looking out for you.

Or dig in.

Okay, then the last question that you stated that uh when I uh that crash happened, is debris that.

To the to the council member through the chair, uh I see a lot of debris always left around.

I think a lot of people think that it's cities' responsibility to clean up streets and debris, especially this hazardous debris, but I mean, you just maybe think of another example of where that's cost in the city line in staff.

I'm sure there's other things to clean up.

So if we can prevent those crashes, just prevent those cleanups, but great question.

Yeah, and thank you, Councilwoman Grain.

It's a good reminder that because this is only to go back to using Kinsband as an example, because this is only vehicle and uh non-vehicle crashes, corridors like Hinton, where I suspect there are a lot of vehicles and vehicle crashes or maybe underrepresented because people are intentionally avoiding it when they're on their bunk and things like that.

So there's there's two ways to look at the macro issue of traffic safety across Cuba.

Uh with that, we'll turn it over to Lou.

We already, I was gonna say someone turn around the boom mic, but we already got it, you know, you're the expert.

So go ahead.

Uh we'll say uh two minutes, and thank you for coming forward.

Alright, thank you uh for accepting me uh uh to make a comments.

My comments is to respond all the questions from the council members.

Myself and all of you and all the people right now watching uh the video, we are all pedestrian first.

You still have to walk to your cars.

Nobody can park a cart right in front of the store or in front of your workplace.

So everybody's safety started with a pedestrian safety.

Pressure report is really good because that helps all government entities and research entity to study lots of the details in order to improve everybody's safety.

Myself, I can only be an honorary member of Bike Cleveland because I'm too sure to write it a doll bike.

Myself, I have been a current community advisory committee member at GC RTA as a community member.

Not getting paid, not getting, you know, rewarded in any way.

And I also am a member of Prevalence for Public Clevelanders for public transit.

So I understand all these issues are important, but please remember the reason today we have a lot of people riding bikes without understanding the traffic law.

That's because it was okay.

Traditionally, in the neighborhood, we did not have all those big BF vehicles with so many blind spots in their design on the street.

We did not have that 50 years ago, 40 years ago, but now we are getting more and more.

And this is the reason why we didn't really need a protected bike lanes.

Now City decided to invest on that, which is good.

Safety.

However, the problem is majority of the bike lanes are too narrow.

No device to make that as protected lanes.

So when the four wheel vehicles or semi truck, they have to avoid potholes on our city roads.

What would they do?

They move around.

But since the size of the uh the vehicles, they have a blank spot.

They may not see pedestrians and bike lists.

And this is the efforts we all have to make.

This is the reason why.

We definitely need a crash report.

No matter there's a prosecution, uh civil uh charges on uh injury or not, we need a crash report.

That helps everybody on every level to look into safety issues.

Please remember everybody, every day our life started as a pedestrian.

Pedestrians, what can we wear?

Armors, I mean, military armors to protect ourselves, just to walk from the buildings we are at right now to go across the street to our cars.

I don't think so.

Thank you.

And thank you.

You you it's uh first of all, I it's always good to see you and really appreciative of your advocacy, and you're correct that in many ways we are having to design our own infrastructure in response to the things that are happening in society, the size of vehicles, erratic driving.

That is theoretically, we wouldn't have to address, but we have to be responsive to.

So thank you for your comment.

Thank you to both of you.

Uh, thank you to Jack who's hiding out in the back.

And um, I will uh uh uh thank you thank you for attending this meeting transportation mobility and uh looking forward to continuing engagement with you.

So thank you so much.

Thank you too.

Thanks for having us.

Thanks for coming.