All right, everybody, welcome to the work session on safe streets for all.

Uh Mayor Pro Tem Harrison is absent and excused, and we will proceed with the session.

Good morning.

Sean Driscoll from Transportation.

Yes, ma'am.

Good morning, Madam Mayor, City Council.

My name is Sean Driscoll.

I'm the Vision Zero Program Manager here at the city.

So I'm gonna start off by kind of highlighting what's in front of you.

So what you have there is the executive summary from the comprehensive safety action plan.

A list of all the high injury network and high injury intersections that fall within your respective district.

The mayor and the outlarges have all maps.

And then again, the list.

So getting into the presentation, I you know, it's safe to say that everyone in this room probably individually or knows someone that's been affected by a traffic crash.

And that's the goal here today, and that's what this study uh is here to do is to evaluate where our priorities are and try to reduce and eliminate serious injuries and fatalities.

So the agenda I'm gonna touch on uh the background, the vision zero program, some of the accomplishments that we've completed over the last four years or so.

Get into the action plan and the development of it, highlight the safety networks, that's the high injury network and high risk network.

I'll speak to more.

The engagement that we completed and the findings and the recommendations from the citizens, and then the plan recommendations and and on to next steps.

So in the city, we have about 20 to 25,000 reported crashes every year.

Of those, around 250 are serious injury or life altering crashes, and about 40 or so are our fatalities.

So that 290 are the crashes we're focusing on, trying to eliminate and and trying to reduce and eventually eliminate.

Mary's has has gone over very well, it's very well received and has a big impact.

And then constructing signals at Riverbend Elementary as well as Wakefield, where those have been advertised, and we'll start construction this summer.

So other improvements we're making around intersections, you've heard us talk about this a lot, but leading pedestrian intervals, accessible pedestrian signals, high visibility crosswalks, and then lots of streetlight improvements across the city, trying to focus on areas where we're having serious injuries and fatalities.

So the needs are overwhelming across the city, and so how do we prioritize that?

So developing this plan will go a long way in doing so.

So a few years back, the city pursued a safe streets and road for all grant, which we were awarded $1 million to develop this plan.

And uh adoption of this plan is required for uh pursuing implementation funding here in the future.

And y'all feel free to stop me at any point in the uh presentation to ask questions.

So getting into the plan.

It was built on crash data and stakeholder input.

So the crash data is the high injury network, I'll touch on the roadway risk analysis is the high risk network.

So that's our high injury networks are reactive approach, and our high risk network is our proactive approach.

So lots of public and stakeholder engagement.

We developed a vision zero task force with the members that you see here.

It's kind of acted as our steering committee as we've navigated the development of this plan over the last two years.

Some of the big findings I just want to call out.

Achieving vision zero is more than just building infrastructure.

There are a lot of behavioral based challenges that we have.

And of all the fatal and serious injury crashes for the 10 year data set we pulled from 2013 and 2023, more than half involve speeding, and almost 75% involved no seat belt.

Okay, so this is the high injury network.

This is our reactive approach.

So what you're looking at here is a number of corridors and intersections that have had the most serious injuries and fatalities within the city.

The orange is the top 20 corridors, and the red dots are high injury intersections.

So again, contributing factors are speeding behavior and lane departure.

Um approximately 50% of all fatal and serious injury crashes are resulting on roadways, which the speed is greater than 40 miles per hour.

And this high injury network you're looking at, about 80% of it falls on NC DOT owned roadways.

So again, not placing blame on them, but just driving home the need for our great partnership and continued partnership we have to make improvements along those corridors.

Next is a high risk network.

So this is our proactive approach.

Okay, so we establish risk factors.

And those factors include roadway classification, like it's an arterial or a neighborhood street, number of lanes, what's the volumes of the traffic on the roadways, you know, high or low, posted speed, transit routes, and then let uh land use is you know, are there trip generators on the on the corridor?

Um there are high rise developments, are there community centers and schools?

So again, this is our proactive approach to try to get ahead of making improvements along some of these corridors before we start to have crash patterns.

So we developed these two maps, and then we brought them to the public in late 2024, early 2025.

Lots of social media posts, lots of social media interactions.

I did five interviews with the media, lots of newsletters, and we held one in-person public meeting within each of the council districts in early 2025.

Couple hundred citizens attended that, and we had well over a thousand participants in the survey, so lots of good feedback.

All right, what did we hear?

So citizens want infrastructure improvements like better pavement markings, more signalized intersections, and filling in sidewalk gaps.

More enforcement from RPD, and then better connectivity to public spaces like greenways, parks, and community centers.

Okay, so the rest of the presentation, I'm gonna get into the recommendations and results from the plan.

So these bullets here are the next 10 or so slides and what we're gonna cover.

So engineering measures, safe routes to school, enforcement emergency response, and some policy recommendations.

Okay, so we got our high injury network, we got our high risk network, we got our stakeholder engagement, putting it all together.

So helping prioritize the improvements because as you can see on those maps, the need is great across the city.

So we developed this priority network.

This is our top 20 priority corridors, top 10 vulnerable road user intersections, which is bike, ped and scooters, and then top 10 all-mode intersections.

So this is where we're starting our focus.

From this, we developed nine improvement projects out of the plan.

So five are corridors, two on capital, pool, South Saunders, and Rock Quarry within the limits you see here.

And then the bottom for our intersection improvements.

So of those intersections, improvements, three are on the vulnerable road user intersection, and one is all modes.

Okay, so now that we know where we want to make improvements, what improvements are we going to make?

So we developed our safety countermeasure toolkit.

Okay, so this is this toolkit is for engineers and planners to quickly identify proven data-driven safety countermeasures.

So we have 38 of these recommendations, and they fall within these focus areas you see here.

So an example of one is positive offset left turns.

So, you know, have you ever been at an intersection, signalized intersection where you're trying to turn left, trying to look over, and all you see is the opposing left-turn lane.

You're having a hard time yielding to oncoming cars because you can't see.

So positive offset creates that site distance that you need to better yield to traffic.

Okay.

So that's just one example.

So within this toolkit, you'll be able to identify when and where a countermeasure needs to be used, the average crash reduction factor, the crash type, or what's the crash pattern we're trying to address, and then some other uh information like the cost, and then is it a quick build or not?

Okay, so now that we have our locations and the countermeasures we want to use, we can start developing projects.

So the next two cut sheets I'll show you are recommendations of improvement projects coming out of this plan.

So this is a vulnerable road user intersection, Rock Quarry at Vardemont.

There's a lot going on here, but there's bike lanes, pedestrian infrastructure improvement, vehicular improvements.

But this kind of speaks to the level of complexity that is required to make improvements at this at these types of intersections.

The next one is Lewisburg at Dansbury.

Again, I know this is very complex, but there's a lot of improvements that we're able to recommend at intersections like this in which crash patterns have been developed, um, giving us you know really good guidance moving forward as to where we need to prioritize the resources we have to have the greatest impact to improve pedestrian and vehicular safety across the city.

Okay, so now we're gonna get into schools.

So there's a hundred and forty schools within Raleigh City limits.

That's public, charter, private, universities.

It's it's quite a bit.

And Division Zero program manages the infrastructure directly off campus.

So we make improvements around schools.

We work with Wake County Public Schools, Principals, Administrator to identify needs and make improvements.

We were overwhelmed with where improvements need to be, and we needed a way to prioritize those needs at all the schools.

So these are the kind of weights we put together to create groups of tiers for where we need to prioritize improvements around schools.

So the first is safety, the school's proximity to the high injury network and high risk network.

The second is accessibility, is it a Title I school, and is it within the equitable transportation community area?

The third is the population.

So the you know, number of school age kids that are within walking distance, and then we had some other factors to help kind of distribute the priority list across the entire city.

What's the existing infrastructure on site?

Are there sidewalk gaps?

And we also included some stakeholder engagement as well.

So that resulted in this map.

What you see here, these schools that are called out are the 14 tier one schools.

So these are the schools that have the greatest need for safety improvements directly off campus.

And issues we see at around many schools are speeding, lack of infrastructure crossing the street, uh, and just overall challenges accessing the school.

So this tiered approach helped us prioritize the schools on a highest risk basis first.

So we took these 14 schools and we developed safe routes to school cut sheets, which is what you see here.

I know again there's a lot going on, but improvements uh include relocating transit stops closer to signalized intersections, signalize crosswalks, filling in sidewalk gaps, pavement marking and signage improvements.

But again, this is this toolkit is to help us prioritize where we need to focus improvements, and this is a great kicking off point where what type of improvements we need to make.

Okay, so now we're going to get into the behavioral aspect of achieving vision zero.

Like I mentioned earlier on in the presentation, speeding and no seatbelt use is a large contributing factor in many of these serious injuries and fatalities.

So we worked with RPD, City Raleigh Police Department, City Raleigh Fire, and Wake EMS to put together some uh some recommendations that are included here.

So targeting enforcement within our high injury network, creating educational awareness and public outreach campaigns, which we'll continue to expand on upon completion of the plan over the next few years, improve crash response, and then reducing secondary crashes, which are crashes that happened at a crash scene.

Um nationwide, around 20% of all fatalities are a result of secondary crashes.

So really important to get to the scene fast, address the scene, and leave the scene before something else happens.

The statistics you see on the right is uh RPD pursues governor highway safety program grant funding every year, and that is to pursue multi-agency high visibility saturation patrols in which they target DUI no seatbelt use and speeding.

They did three late last year, one on one in November on Newburn, one in early December on Capital, and the one you see here was on Glenwood.

This is from 9 p.m.

to 4 a.m.

These are kind of some of the statistics of what they came across during that saturation patrol.

So really driving home the need for targeted enforcement across the city to try to address those behaviors.

So for for the policy, we didn't develop this plan in a silo at all.

We worked closely with our partners that developed the active mobility study, the downtown mobility study, and then the Capital Area Metropolitan Planning Organization, Campo developed their blueprint for public safety, which is basically Campos version of a safety action plan.

So these all these studies align.

The big jump, we called that out.

So it's very easy to prioritize improvements that align with multiple plans.

So again, aligning design speeds and operational goals, and then updating our UDO and street design manual when we get to that point to include more safety improvement projects, and really just driving home the need to include safety and you know everyday decision making within the transportation department.

So the graphic you see here on the right is the safe systems approach.

This is kind of the approach vision zero programs pursue.

Again, it's more than just building infrastructure, it's behavioral, it's post-crash care, it's enforcement.

So really following that guidance to move forward with some of these policy recommendations that you see listed here.

So two big things coming out of this is we're gonna continue to maintain our vision zero task force.

So this uh SS4A committee, so upon completion of the plan, that task force is not complete.

We're gonna continue to work with all those stakeholders that we've identified, uh, internal and external to continue to improve safety around the city to keep that improve that partnership and that open line of communication.

And then we're creating our comprehensive safety action plan dashboard that will be on our City of Raleigh Vision Zero webpage.

So that will showcase all the maps I provided you and have a lot of the statistical data that we went over, make it very easy for like public consumption to look at uh where the greatest needs are so they have a better understanding with the resources we have, like why they're going to the locations that we're recommending.

So last couple slides here, recommendations and next steps.

So this is we kind of just want to showcase the plan within this work session and have you know open discussion with y'all.

I'll be providing you the draft plan in a couple weeks for your review and any feedback, and we'll incorporate that in in prepar preparation for finalizing.

And then uh what adoption will allow is the big thing is it will allow us to pursue federal funding.

The Safe Streets and Roads for All implementation grant, which is design and construction funding opens in the next month or so, closes around May, and our consultant is under contract to put together a grant application for us.

So adoption of this plan is required to pursue that grant.

So it will also adoption will allow us to prioritize those nine projects I highlighted and all the tier one safe routes to schools.

It will help align with future transportation investments like the bomb presentation, assistant director Kenneth Richie gave last week.

He spoke to 16 to 20 million dollars of safety improvements.

That money will go to what I just kind of presented here today.

And then again, direct project decisions and funding.

So our goal is to bring this back to y'all via council meeting in April for adoption.

And then after adoption, we're going to pursue that implementation grant.

We're going to advance quick build projects using that safety countermeasure toolkit, and then develop strategies to help address dangerous driving behaviors, increase enforcement educational awareness and public outreach campaigns, and then update policy and standards through our UDO and street design mail manual to include safety improvements.

That that concludes my presentation.

I just want to give a quick thank you to the consultants.

Kittelson helped us write the grant for this study, and WSP was awarded the grant to help us develop this plan over the last couple of years.

Some of our Vision Zero Task Force members, Wake County Public Schools, NC State University, Government Governorse Highway Safety Program, Raleigh Fire, Wake EMS.

And then I want to give the biggest thank you to RPD, who's here, the crash reconstruction unit, the traffic enforcement unit we work very closely with.

We very much see them as an extension of our group, and uh that partnership is really good, and we'll continue to expand upon that in the future.

So with that, I'll be happy to answer any questions.

Thank you very much, Mr.

Driscoll, uh Council Branch.

Yeah, definitely thank you for the information, and I definitely look forward to seeing the present the draft and know reviewing it.

I do have one request.

In transportation, you know what SR2205 is.

State Road 2205.

I don't.

Um, if there's some way you can redo this so we know what some of these connections are, because I don't live in your transportation world every day.

Yeah, no problem.

We can do that.

Thank you.

Counselor Silver.

Thank you for the presentation.

I think we all want to make sure our public is as safe as possible on our infrastructure.

Um I had a question about behavior, and I know for some of our pedestrians it's a challenge when there are intersections far apart.

I frequently drive down Capitol Boulevard and see people walking across three or four lanes, not at a crosswalk.

I know that's difficult to enforce.

But my question is as we look citywide in terms of making some of these experiences more safe.

Uh and this would not surprise um Paul Callum, how we design our intersections at these locations.

For example, the stop line, some exist, some do not exist.

As we walk, there are people that go right up to the edge of the crosswalk because they want to make a right turn.

So I'm just trying to understand as we look at making safety across the board.

Uh there is a heavy emphasis on cars and it should because they're heavier and create damage.

But at the same time, uh I just want to understand intersection design.

Uh, don't know how they contribute to these locations as well as the distance between intersections for someone to cross or take a bus, which forces them to cross in between.

So I just want to understand that kind of pedestrian focus about how we can just elevate our crosswalks.

Some have the stripe bars, some have a stop line, some do not.

So cars will go right up to the edge or in the crosswalk in order to make a right or left turn.

So just want to understand how that factors in to overall uh public safety.

So capital is a good example of a location where we have pretty significant distance between signalized intersections, making it inconvenient to cross.

And so like those first two projects where we gave those limits, part of the improvements we're evaluating is trying to construct possibly signalize intersections between that, between those.

So it makes that distance shorter.

We're also working with transit to try to relocate stops closer to signalized intersections to make it more convenient for the pedestrian to access that infrastructure.

That Capitol Calvary and federally funded improvement project is doing that.

Um because many of those pedestrians that are crossing mid-block are you know transit riders, and it is I get it's inconvenient to cross that far.

Many of those intersections, like like a lawn capital that you reference, are older intersections that don't follow our what I'll just call our complete streets kind of mentality moving forward.

So they miss some of that infrastructure that we include in all of our construction projects moving forward.

So like high visibility backplates, those leading pedestrian intervals and accessible pedestrian signals.

A lot of them don't have high vis crosswalks.

Some of them the ADA ramps need updating because they're quite dated or they're missing a pedestrian refuge or so.

So part of those improvements, you know, is revisiting those intersections to bring them up to our current standards.

And many of them are NC DOT roadways.

So utilizing some of the funding sources NC DOT has to do that.

And then again, our partnership with them is important so we can pursue that effort.

Yeah, and I just wanted to emphasize that certainly support these improvements, very much focused on uh driver behavior, but also for us to take a very hard look at intersection design across the city.

Recognize some are a state, some are city.

Uh but as a person who walks a lot, I see so many different varieties.

And just last week, uh a truck was literally two feet uh into the crosswalk and saw me crossing.

So having that stop bar, I think would be helpful.

Now people have to adhere to the location of the stop line.

Sure.

But to me, I just think that that would uh help a great deal.

The no-ride on Red Downtown, I think was a game changer.

I don't expect that to be citywide, but our drivers just don't expect bikers and walkers uh on our streets.

And I think uh putting in those extra measures into an approach like this to me would be extremely helpful.

Okay.

Thank you.

Counselor Jones.

Thank you so much.

Um, in terms of policy direction recommendation to have uh a broader reach to people and education, how what are some of those ideas to help uh with because this being a driver behavioral thing, I know that that's hard, and I know that there's not one answer that we'll be able to get to them, but what are some of your focuses as programs that we could initiate for that?

Good question.

So the first thing that comes to mind is more enforcement, you know, to address those existing behaviors, but the more proactive approach, like the public outreach, educational awareness, trying to get in front of the media more to share the improvement projects that we're making and continuing to spread the word, lots of social media posts, getting into more schools to create more safety awareness to teach our younger generation.

Um lots of newsletters, lots of signs out in the community, especially locations like Capitol Calvary where we know we have a history of crashes, like putting up informative signs within the intersection, letting people know you know, this could be a dangerous location.

Please cross at the signalized intersection.

Sending people to our website is another big one where they can you know learn more about what we're doing.

So good question.

It's kind of a gamut of things that we're gonna try to pursue in the future to just bring more awareness and visibility to this initiative that y'all have made a priority.

Perfect.

No, thank you so much.

Um my second question uh I know that we're talking about a potential bond that we'll have funding that can hopefully support those projects, but that doesn't support the operational side.

I know that it's project-based.

So do you have the amount of staffing to increase uh the work on this on the department or the office in order to accommodate the additional needs?

Yeah.

Operational needs are are challenging, you know.

And I know y'all saw previous presentation about like kind of the the shortfall we are with pavement markings, for example.

There's eight million linear feet of pavement markings.

There's like 90,000 street signs across the city.

There's miles of roadways.

So yes, we're gonna do our best ensuring that we're continuing to maintain the existing infrastructure as well as the improvements that we'll continue to build.

But I mean, you hit the nail on the head.

Like that's going to be a need in the future for us to continue to build upon this goal.

It's more than just building new things, it's also maintaining the infrastructure we have out in the field right now.

For sure.

Okay.

Thank you so much.

This is really excellent work, the maps, the district breakdown, and just the amount of data is great.

Two questions.

You mentioned schools, which I really appreciate, and I would love to get just the copy of the top priority schools, which is not in this package.

But you had on the screen.

And then just think about NC State, which we didn't specifically call out.

And of course, we also have Peace and Shaw and you know other universities.

But just I did notice here that you know there was a number of uh incidents there.

And so we've called out elementary through high school, but we really haven't talked about institutions of higher learning and how we work with them on their pedestrian safety.

Sure.

Good question.

We regularly okay, I didn't call it out here, but we regularly meet with NC State.

Um, like literally today, right now, we're building improvements at Gordon, Jackson, Wolf Village Way.

Um we are making a number of improvements along the frontage.

We've worked with them to identify like where their high pedestrian activity is and trying to focus improvements within those locations.

So there is an open line of communication there, rest assured.

With Peace and Shaw and some of the other university, we have worked with them to construct mid-block crosswalks like the rectangular rapid flashing beacons as well as updating some rant, like some ADA ramps and trying to fill sidewalk gaps around those institutions as well.

So yeah, they weren't directly called out here, but rest assured we are working with those university and colleges to identify safety deficiencies and make improvements as well.

Okay, and then I had did you have um I think we have to.

Yeah, okay, I got one more.

Um just I appreciate all that you're doing at the street level.

Um oftentimes you do see overhead crosswalks.

I mean, you look at Capitol Boulevard and some of these roads.

I mean, they're just so enormous, so broad, and not I I wonder are the overhead crosswalks that you see in other cities uh just cost prohibitive at this point, or do people still go across the road because they don't want to climb the stairs to get over them, or just comment on that?

Yeah, I just both.

Um they are or they can be cost prohibited.

We also need to ensure that they meet an ADA compliance, so there's likely like an elevator aspect to it, which drives the cost into the millions.

And yeah, it's it's safer, but it's a little bit inconvenient, you know.

Like our some of our transit stops aren't that far from signalized intersections, you know, within a couple hundred feet, but we still see pedestrians cross mid-block.

You know, so it really gets into just trying to make the infrastructure as convenient as possible to access, and that will make them more likely to use it, which will set them up for a better situation in trying to cross a busy road.

So it's it's really both that that you brought out.

Well, and I guess just to it's it sounds like a lot of those uh overhead were probably built before ADA rules came into place because the ones I've seen are mostly just where you just have to walk up.

Yeah.

Okay.

Counselor Patton.

Yeah.

Hi, thanks for all this.

Um I certainly was struck.

I was like, oh wow, Northeast and Southeast Raleigh really lit up here, which I think we know anecdotally, but certainly this like put like put it into the whatever.

Anyway, moving, I couldn't finish that sentence, but moving on.

Um related to driver behavior change, it sounds like a lot of it's communication, a lot of it's enforcement.

Um, and if you go in a like a Reddit comment section, like everyone thinks their speeding is not the speeding that's creating the problem.

Um do those signs that show you how fast you're going, those like speed indicators, are they effective?

They are effective-ish, yes.

Um we've worked with RPD to help them purchase portable speed feedback signs.

I'll say when those signs kind of remain in place, their effectiveness can go down over time.

Um but the portable ones give us the ability to relocate them all across the city.

They also collect data.

So it collects volume and speeds, which is very informative because it can help either support spot enforcement as such a location, or better inform the citizen that we took measurements and actually there isn't a speed compliance situation here, and those resources need to be spent somewhere else.

Now that being said, like this the speed feedback sign as you approach five points northbound works with the chevrons on the other side of the intersection.

So for example, that location we had a crash pattern in which vehicles northbound were veering off the road, hitting the church, hitting hitting the houses.

So as you approach that intersection, if you are exceeding the speed, the speed feedback sign will flash, and then that then talks to the chevrons, which then start flashing as well.

So it brings more of a visual to those chevron signs, letting drivers know that there's kind of a change in conditions.

So yeah, they're effective, but they're more effective kind of in conjunction with other safety countermeasures working together.

Got it.

Okay.

Helpful.

Um another question I had is about the speed at which we're able to deploy the money.

So I may have misunderstood that welcome you to correct me, or um explain a bottleneck we're facing.

So it sounds like you've secured $15 million.

We've used about three million of it.

So is that are we constrained by property acquisition, bureaucracy, staff capacity, et cetera.

Yeah, good question.

I should have expanded upon that further.

So that $15 million is funding we don't necessarily have access to at the city, but we work with NC DOT to identify safety deficiencies, develop projects, put together conceptual design renderings and cost assessments to make it easy for them to assist to pursue funding, which they pursue quarterly.

So most of that $15 million will be delivered by NC DOT in the state.

Those projects I called out, like your MLK, your Capitol Calvary, your downtown PED phase two.

We signed municipal agreements with the state to give that money to us to be to help them with the delivery because we understand they have a bottleneck on on their end as well.

Um so it's kind of twofold.

We're both working on that.

But yeah, to your point, naturally there's going to be possible holdups at real estate acquisition or depending on the construction bids that we get and even just the construction time frame we have.

There's only only so many contractors out there that do this kind of work.

So yeah, I mean all that comes into account, but speaking to that 15 million, it will likely be spent by both the city and the state over the next five to seven years.

Okay.

Helpful.

And then just a couple more.

Um the street design manual.

Yes.

One one thing that's like really present in my district is these sprawling suburbs that were built with like wide open uh neighborhood streets that uh that with no pavement markings or anything.

I I think I've been told the street design manual will help with that part too, so that n new suburbs won't be built with racetracks through the middle.

Um how quickly do you think that's progressing through the churn.

I'll give you an accurate answer here.

Good afternoon.

Bradley Camillo Transportation Department.

Updating the street design manual is a priority for the department.

Uh one of the things that we are doing is communicating with the planning and development department who will help initiate that text change process.

Uh we would love to bring back our initial phase one to kind of help clarify and clean up the current manual uh later this spring, possibly early summer, uh, and then integration of say phase two is how we're describing it, would account for some of these improvements.

Um you have seen a number of adopted plans, uh including this one or soon to be adopted, uh, and what's really important to staff is including those findings and those recommendations into that update.

So our hope is that phase two piece, which is incredibly important, would be starting uh later this calendar year.

Cool.

Got it.

And then my last one, or sorry.

Are we um I don't want to ask you too much about uh interior neighborhood speed limits?

Are we doing a neighborhood traffic management update?

Does that come separate later?

Should I ask now?

Will Shoemaker transportation absolutely?

We've been working with Sean and his team.

Um we wanted this to come first because there's a lot of vision zero policies and principles typed into all the downstream programs.

So we are actively preparing uh our annual report to to come shortly after uh so we can incorporate any feedback that that you give here with this presentation.

So April May, we'll be back before you with that presentation.

Okay.

I'll hold my question until then then.

Counselor Lambert Milton.

I just have one.

I don't necessarily know that it's for this plan, but one of the plan objectives, maybe think of it.

Um of our objectives is quicker implementation.

There are a lot of groups out there that are very eager to stand up some tactical urbanism projects.

How do you see that fitting into our overall vision zero plan?

And is there a way we could make that happen?

So we've met with many of those groups because they've reached out to the transportation department, including Oaks and Spokes and some of the other, which is why I wanted to make sure to ask.

Yeah, for sure.

Um, some of those other nonprofits that are pursuing citizen initiated improvements.

So starting that process, we've developed, we work with our communication group to develop a tactical urbanism webpage.

So if you go to the Vision Zero webpage, we have a link at the bottom.

That's kind of the our quick build opportunities that we have within the city of Raleigh to pursue those types of improvements.

There are there's funding available like within the arts department, some within the transportation department.

We're trying to pursue those initiatives.

So we are working with those groups to get an understanding of where they want improvements to make.

And then in a perfect world, we'd like the city to implement those projects.

So I think that process is still being developed.

But to your question, like we're hoping to use that safety countermeasure toolkit and some of those countermeasures we're comfortable using and get feedback from the community to determine you know where they want to see those improvements, and that will kind of leverage us be able to try to make those improvements as quickly as possible.

But you know, it's dependent upon you know funding sources that we have available at the time and priority and need.

So working through that at the moment, and we'll have more in the future as that process kind of continues to be developed.

But we're hearing that requests as well.

I would just add one thing.

And I don't know the intricacies of the work, obviously, and I'm sure there's also legal requirements and other sort of requirements for any time we're deploying any infrastructure for cars or bikes or pedestrians.

But I will add that you know, we can save probably a lot for funding if we're able to lean on our community members who may be able to deploy some of these flexible, quicker implementation projects.

And it may not be a situation of allowing them to identify where we want them.

That could be part of it, but it may also be that we know where we want to deploy one, and instead of trying to go out and and find a funding source and a uh a company to build it, we may have um informed creative community members that could supplement.

So I would just add that as well.

Any other uh questions?

Okay.

If not, thank you so much.

Thank you.

And uh our work session is adjourned.